FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
2002
2002 - 3575.PDF
Directory: commercial engines Model Max thrust (lb) Power max (SL) (shp) Notes/Description (inc submodel) Application TFE731-5 TFE731-20 TFE731-40 TFE731-50 TFE731-60 TPE331 TPE331-10R TPE331-14 4,500 3,500 4,247 5,000 - - - - 900 1.651 55/56, Rockwell Sabreliner 65A, IAI Westwind 1125 Turbofan - Cesna Citation Ultra, Hawker 800, CASA C101; -5A powers Dassault Falcon 900 and re-engined Falcon 20; -5B powers Falcon 900C Turbofan - Bombardier Learjet 45 Turbofan - Gulfstream Astra SPX and Dassault Falcon 50EX, Bombardier Learjet 45 Turbofan - Gulfstream 100/150 Turbofan - Dassault Falcon 900EX Turboprop - EADS Casa C212-300 Aviocar Turboprop - 14A/B Piper Cheyenne 400; -14GR/HR BAe Jetstream 41; -14GR-801E Antonov An-38 IAE marked a major milestone in July when it began assembly of the 2,000th V2500 engine. The company, whose partners includes Rolls-Royce, Pratt & Whitney, MTU and Japanese Aero Engines, claims a significant lead over CFM on the Airbus A320 family with more than 70% of the market and orders and options for around 2,500 more engines. Production also reached record levels in 2001 when 281 engines were produced, while 220 are expected to be shipped in 2002, providing a valuable source of income to the partners through difficult times. Future improvements and technology for a next generation family are being developed through the company's Vista initiative. This allows IAE to tap into the best research and technology elements under development within the partner companies and gives it access to areas such as the swept fan, three-dimensional aerodynamics, low emissions combustors, new generation reduction gearboxes, active noise control, blisks (bladed disks) and blings (bladed rings). Although the effort is geared towards keeping the V2500 family technologically competitive with the TECH56-reinforced CFM56, one of the main aims is to produce the lowest cost of ownership, including fuel burn and maintenance costs. lAE's notional Vista timeline is linked to entry-into-service in the 2010 timeframe, though it is keeping the schedule flexible to meet market-driven requirements for a future 150-seat aircraft. It also plans to "follow" the market to power whatever shrinks and stretches may be developed, and says the rigid confines of the current IAE thrust limitations between 20,000lb and 40,000lb may not apply in future. V2500-A1 V2530-A5 V2533-A5 V2527E-A5 V2525/2528-D5 25,000 31,400 33,000 25,000 25,000 Turbofan - Airbus A320-100 Turbofan - Airbus A321-100 Turbofan - Airbus A321-200 Turbofan - Airbus A320 Turbofan - Boeing MD-90-30 Klimov's revitalising of its product line appears to be going to plan with active development of new variants and applications. Leading the charge is the 1,120kW (1,500shp) VK-1500 turboshaft which will be produced by VKMS, a joint venture between Klimov and Zaporozh's Motor-Sich. Bench tests are getting under way with first deliveries to Kamov for the Ka-60/62 helicopter in May 2003. The turboprop derivative of the VK-1500, planned for certification by the end of 2002, is aimed at the An-3 (a turboprop Antonov An-2 derivative) and Beriev Be-132 (formerly Be-32K). The VK-1500 builds on technologies developed for the 2,500shp VK-2500 that is replacing the TV3-117 on the Mil Mi-8/17, Mi-24/35 and Ka-27/29/32. The engine was certified in early 2001, and is being pushed for medium helicopter upgrades. It has been selected by an unidentified Asian customer for "dozens" of new-build Mi-17V-5s for delivery starting in 2003. Flight tests of the VK-800 general aviation and helicopter engine are also beginning, with certification of the three-member engine family set for the end of 2003.The low-cost engine (estimated at around $200,000 per unit) is expected to make Russian-engined Kamov Ka-226s more competitive*against Western-powered options. The company is also developing the TV7-117SM, an improved FADEC equipped variant of the turboprop, for a new short-range version of the llyushin 11-114. The revised -117SM will weigh 70kg less than the current unit and cost around $200,000 less per engine, says Klimov. Development of the fifth generation, low-parts count VK-3500 turboprop also continues. TV7-117S TV2-117 TV3-117 TV3-117VMA-02A/K800 TV7-117SM 2,467 1,480 2,195 2,221 2,400 Turboprop - llyushin 11-114 Turboshaft - Mil Mi-8, 38 Turboshaft - Mil Mi-8, 4, 7 Turboshaft - Kamov Ka-32/Ka-226 Turboprop - llyushin 11-114SM NPO Saturn (Rybinsk Motors JSC) Saturn, formed from a merger between Rybinsk Motors, Lyulka-Saturn and Ufa Engine Building Association, continues to focus on Stage 3 compliant hushkits for the D-30KU series as well as its recently formed alliance with Snecma on the SM146 for the Russian Regional Jet (RRJ). The hushkit work is split between Saturn's own Stage 3 kit for the D-30KP-powered llyushin II-62 and II-72, and related work between Saturn's Rybinsk unit and Aviakor on another kit for the D-30KU- powered Tupolev Tu-154M. The -30KU kit is being offered for around $100,000 per aircraft and will be followed by a low-emission Chapter 4 compliant combustor and hushkit being developed under a $3.5 million effort for availability in 2005. While certification of the hushkits is progressing, Saturn's big hope remains the RRJ. The consortium faces competition from Pratt & Whitney Canada teamed with Aviadvigatel on the PW800, and a decision is due by the end of 2002. The manufacturing plant for the airframe and the development schedule for the RRJ is to be announced in mid-2003. The Rybinsk arm of Saturn is also working on development of the RD-600V turboshaft for the Kamov Ka- 60/62. Among the most promising domestic Russian helicopter engine projects, production of the 1,500shp class powerplant is expected to reach 1,500 engines by 2005. D-30KU D-30KU 23,100 Turbofan - 154 version on Tu-154M, llyushin II-62M, KP on II-76 RD-600V TVD-1500 TVD-1500 1,302 Turboshaft - Kaman Ka-62 1,302 Turboprop - Antonov An-38 www.flightinternational.com FLIGHT INTERNATIONAL 3-9 DECEMBER 2002 51
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
