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Aviation History
2002
2002 - 3574.PDF
Directory: commercial engines Model CF34-3A/A1/B/B1 CF34-8C1/8D CF34-10D/10E CF6-6D, 6K CF6-50C2B, 2R CF6-50E/E1 CF6-80C2A, A2, A3. A5, A8 CF6-80C2B1-B8F CF6-80E1A2-A4 CT7 CT7-2A/C/D/6A/D/8 CT7-5A/7A/9/11 GE90-76B GE90-90B, 92B. 94B GE90-110B1, 115B1 Max thrust (lb) 9,200 13,800 18.500 40,000 52,359 52494 61,300 57.977 69,900 - 76,853 93,707 115,000 Power max (SL) (shp) - - - - - - 1,725 1,750 . IBttSBfl&tiftWM - Notes/Description (inc submodel) Application Turbofan - Bombardier Challenger 601, 604, CRJ100, 200 Turbofan - Bombardier CRJ-700, -900, Embraer ERJ-170, Fairchild Dornier 728, Envoy 7 Turbofan - Embraer 190, Fairchild Dornier 928 Turbofan - Douglas DC-10-10 Turbofan - Douglas DC-10-30, Airbus A300B Turbofan - Boeing 747-200 Turbofan - Airbus A310-200, -300, A300-600,Boeing MD-11 Turbofan - Boeing 747-400, 767-200/300/400, Boeing MD-11 Turbofan - Airbus A330 Turboshaft - Sikorsky S-92A/C, EH Industries EH101, Bell 214ST Turboprop - Saab 340A/B. Sukhoi S-80, EADS Casa Int'l Aerospace CN235, LET L-610G/420 Turbofan - Boeing 777-200 Turbofan - Boeing 777-200ER.777-300 Turbofan - Boeing 777-300ER/200LR Boosted by some notable market victories in 2002, the Engine Alliance is moving forward this month into detailed engine design of the GP7200 for the Airbus A380. Rig tests on the fan are due to start in 2003, with up to eight engines likely to be involved in the test programme instead of the usual six. The type design phase will include the accumulation of more than 23,000 endurance cycles and 7,200h of tests on the eight testbed powerplants. The first full engine to test is scheduled for March 2004, while flight testing on GE's 747 testbed is slated for September that year. Engine certification at a thrust rating of 81,5001b is planned for July 2005, with first flight on the A380 set for January 2006, with entry-into-service later that year. Following the Engine Alliance's crucial launch order from Air France in May 2001, the big breakthrough came in February 2002 when Emirates signed a memorandum of understanding to power 22 firm and 10 option A380-800s. The deal, valued at $1.5 billion, covered the 70,000lb-thrust GP7270 for 20 passenger A380-800s and the 76,500lb-thrust GP7277 for two freighters also ordered in the package. The deal was solidified the following July concurrently with the long-expected confirmation from FedEx Express that it had also selected the engine for 10 A380-800Fs plus options on a further 10. The con tract brought the alliance virtually neck-and-neck with Rolls-Royce in the race for A380 business, with neither Qatar or International Lease Finance having yet officially selected an engine. GE and P&W hold around 40% of the engine by cost, and 60% of the programme itself. Major partners include MTU and Snecma, both with 20% of the effort by cost. P&W has responsibility for the fan, LP compressor, core gearbox and six-stage LP turbine. GE is developing the nine-stage HP compressor, low emis sion single annular combustor, two-stage HP turbine and FADEC III. Revenue share partners, responsible separately to GE and P&W rather than the Alliance, include MTU with responsibility for sections of the HP and LP turbine, Snecma for the HP compressor and Techspace Aero, part of the Snecma Group, which is working on elements of the LP compressor. GP7270/77 70,000 - Turbofan Airbus A380-800 Honeywell is focused on consolidating its business aircraft engine business around the rejuvenated TFE731 series while it builds new opportunities for the AS900, follow ing the disappointment of BAE Systems' 2001 decision to axe the AS907-powered Avro RJX regional jet. At the same time, the company is stepping up work on the next generation AS903, 904 and 905 engines which are being developed as successors to the TFE731 family. The series, formerly known generically as the F-X, will cover the 4,000lb to 6,500lb-thrust bracket below the AS907 series. The first demonstrator is expected to run in 2004 with certification of the first variant due in 2007. Among other advanced features, the engine will have a low-inertia compressor and turbine to allow the use of an electric starter. Honeywell has identified an electric starter as a crucial milestone towards an all-electric engine. Deliveries of the AS907, which received FAA certification on 25 June, meanwhile were stepped up in 2002 to meet Bombardier delivery schedules for the Continental business jet. The company also injected new life into the TFE731 during 2002 when it launched a new member of the family, the 4,900lb-thrust -50 engine. A simple, low-risk derivative of the -60, the new engine is expected to make its first run in 2003 and is scheduled for certification the following year. The -50 will power the recently rebranded Gulfstream 100/150, while other potential candidates include future Learjet 45 and Falcon projects. ALF502-R 7,000 - Turbofan - BAe 146-100, -200, -300; ALF502L with 7,450lb-thrust powers Bombardier Challenger LF507-1F 7,000 - Turbofan - F and-IH power BAERJ70, RJ85, RJ100. RJ115 AS903/04/05 Turbofan - next generation TFE731 successor AS977-1-1A/B 8,022 - Turbofan - BAE RJX LTS101-750B/C 685 Turboshaft - Eurocopter AS365, Bell 222B, 222UT AL5512 - Turboshaft - Boeing 234 T53-L-13B, L-703 - 1,401 Turboshaft - Bell/Agusta AB205; Bell 204B/205A, 205A1, Fuji Bell 205B, Kaman K-MAX LTP101-700A-1A - 701 Turboprop - Piaggio P166; Pacific Aerospace Cresco; -600 powers Riley/Cessna 421 TFE731-2.3.4 3,700 - Turbofan - BAe 125-700, Cessna Citation III/V1/VII, Dassault Falcon 50, Bombardier Learjet 50 3-9 DECEMBER 2002 FLIGHT INTERNATIONAL www.flightinternational.com
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