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Aviation History
2002
2002 - 3576.PDF
Directory: commercial engines Model Max thrust (lb) Power max (SL) (shp) Notes/Description (inc submodel) Application It was another year of mixed fortunes, retrenchment and hard decisions for P&W as it faced continuing development issues with its PW6000 for the A318, accelerated retirements of JT8Ds and another attempt at curing the nagging surge problems on the PW4000. On the plus side, 2002 saw the entry-into-service of the first PW2043 powered Boeing 757-300 and a set of valuable PW4000 orders for the 767 and 777. Tests of the revised PW6000 are under way following the decision earlier in the year to swop out the P&W-designed HP compressor with an MTU-developed substitute. MTU's HDV12 (hoch druch verdichter for HPC) six-stage unit drops in to replace the original five-stage design. The change was required because of significant fuel burn shortfalls in the region of 6% with the baseline compressor, but the action has result ed in a two and a half year delay to the PW6000-powered A318. Flight tests of the aircraft began in January and a second PW6000-powered A318 briefly joined the test effort in early June. The first aircraft was diverted to the CFM56 programme in August and will be refitted with the revised PW6000 in mid to late 2003. Engine certification is due in the second quarter of 2004 and entry into service is set for the third quarter of 2005. MTU, which also makes the LPT for the PW6000, became a 15% risk-sharing partner in the engine as a result of the HPC swap as well as retaining "preferred supplier" status for another 18%. Mitsubishi Heavy Industries also assumed a 7.5% risk-share in the programme during the year. Although the CFM56-powered aircraft will enter service well ahead of the PW6000, Airbus still consid ers the latter the principal engine for the type as it is purpose-designed for the lower-thrust bracket. A package of fixes for the nagging PW4000 surge issues is mean while being flight tested on a 747SP testbed acquired specifically by P&W this year to succeed its elderly 720. Certification of the baseline modification kit is due by year end, with retrofits on the 2,400 affected engines expected to run from 2003 to 2007. The first PW2043-powered 757-300 entered service with launch customer Northwest Airlines in July, having completed a three-month certification programme in June. The first aircraft joined more than 400 other PW2037/2040-powered 757-200s already in service. Deliveries also began in September of the first of nine PW4060-powered 767-300ERs ordered at the start of the year by Boeing Capital and Ansett Worldwide. Vietnam Airlines meanwhile became a surprise customer for the PW4084-powered 777-200ER with an order for four in January. The aircraft are due to be delivered between 2003 and 2005. Japan Airlines, which switched to the GE90 in 2001 for an order of 11 777-200ERs, reverted back to P&W for five additional 777-200/300s re ordered in 2002 as part of a reshuffle. Uncertainty still surrounds P&W's possible involvement in the 747-400XQLR Quiet Longer Range study as Boeing considers higher power requirements, while the engine maker is still deeply engaged in concept studies for Boeing's New Airplane project. JT3D-3B JT8D-1.3.7.9.11.15.17R JT8D-209. 217. 217A/B/C, 219 JT9D-7R4D, 9, 20, 59A, 70A PW2000-2037, 2337 PW2000-2040, 2043 PW4000 PW4000-4050/52/56/60/62 PW4000-4074, 77, 84, 90 PW4000-4098 PW4000-4152, 56, 58, 64 PW4000-4168, 72, 73, 75 PW4000-4460/62 PW6000 PW6000-6122,24 17,123 16,179 19.235 45,573 36,988 40,089 52,539 77,078 97,977 55,955 68,584 61.977 23.000 - - - - - -., HHfflfHHRSB - - - - - Turbofan - Boeing 707 Turbofan - Boeing 727, 737, Douglas DC-9 Turbofan - Boeing MD-80, MD-82 Turbofan - Boeing 747, 767 Airbus A300, A300-600. A310, McDonnell Douglas DC-10 Turbofan - Boeing 757, BC-17 Turbofan - Boeing 757-200/200F, llyushin II-96M ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^•^^^^^^H Turbofan - Boeing 767-200, -200ER, -300. -300ER, 747-400.ER. Turbofan - Boeing 777-200, 200ER, -300 Turbofan - Boeing 777-300 Turbofan - Airbus A300-600R Turbofan - Airbus A330 Turbofan - Boeing MD-11 Turbofan - Airbus A318 Despite its recent regional jet competition loss in China, P&WC continues its ambitious product line expansion into the regional airline and entry-level jet markets, as well as solidifying its corporate, general aviation and utility market base. Flight tests of its PW600F small turbofan demonstrator began on the company's Boeing 720 testbed on 10 October. The risk-reduction effort is intended to allow development of the first member of the 1,0001b to 3,000lb-thrust PW600F family within 36 months of launch. Towards the end of 2002, P&WC was hoping its PW615F would be selected over Williams' FJ33 for Cessna's Mustang entry-level jet application for its first entry into the market. In November the company lost out to GE's CF34 in its bid to power China's AVIC 1 jet project with the new PW800. However, the engine has been downs elected along with the Snecma SM146 for the Russian Regional Jet project, a final decision of which is also expected shortly. A second geared fan PW800/Advanced Technology Fan Integration (AFTI) technology demonstrator is running in Montreal. Launched in 2000 as the AFTI demonstra tor, it ran for the first time in March 2001 and is intended to fill the thrust gap between the 5,000lb to 8,000lb PW300 and P&W's PW6000 in the 20,000lb-thrust range onwards. The project involves MTU and FiatAvio which is developing the gear system. The AFTI-2 is expected to lead to runs of a full-up engine demonstrator at the end of 2003. Despite the gloom cast by the demise of the PW306B-powered Fairchild Dorner 328JET, business remains bouyant for the PW300, with flight tests under way of the PW306C-powered Cessna Sovereign. The -306C is the eighth member of the PW300 family, the 1,000th of which (a 306A for a Gulfstream G200) was delivered in mid-2002. Certification of the -306C-powered Sovereign is expected in the third quarter of 2003. The ubiquitous PT6 shows no sign of waning, with several new fixed and rotary-wing applications. The PT6A-135A-powered Chinese-built Y-12E utility twin was certificat ed in China in January, having flown for the first time the previous August. First deliveries of PT6A-66A engines have also begun for the single-engined Ibis Aerospace Ae270HR a joint venture between AeroVodochody of the Czech Republic and AIDC of Taiwan. The fifth prototype has joined the test programme and certification is set for the end of 2003. Ibis originally planned to use the PT6A-42 but swapped to the more powerful-66A when it redirected the Ae270HP at the corporate market. In the rotary market, retrofit kits are now available to UH-1 Huey operators wishing to install the PT6C-67D Kits are being produced for P&WC by Virginia-based DynCorp following certification of the re-engined UH-1H Plus Huey in August. The PW200, which in 2001 accounted for around 70% of new deliveries in the light-twin helicopter market, also saw new business in 2002 when the PW206E retrofit for MD Explorer helicopters was launched in April. JT15D-1/4/5/5A/5C/5D/5F 2,900 Turbofan - Cessna Citation II, V, Ultra, Beechjet 400A, Diamond 1A PK6A-67(R) 820 Turboprop - With Klimov. Powers Beriev Be-32 52 3-9 DECEMBER 2002 FLIGHT INTERNATIONAL www.flightinternational.com
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