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Aviation History
2002
2002 - 3577.PDF
Directory: commercial engines Model Max thrust (lb) PT6A-11/11AG/15AG/21/25/25A PT6A-25C/27/34/41/42/45R/50/60/61/62 PT6A-64/65A,B,AR/66/67A,B/68 PT6A-112/114/114A/135AB PT6B-36A.B/37 PT6C-67A PT6T-3B, BE, 3D, DE, DF/6 PT6T-3B-Turbo Twin-Pac PW118 PW118-118A.B/119B.C/120/121/121A PW123 Power max 680 1,201 675 981 1,940 1,801 1.801 1.801 (SL) (shp) Notes/Description (inc submodel) Application Turboprop - Pilatus PC-7, Beech King Air C-90 Turboprop - DHCTwin Otter, Dash 7, Shorts 330. Embraer EMB-110, Beech Super King Air 300, 88, 99A, Pliatus PC-9, PC-6, PZL Orlik, Harbin Y-12 II, Let L-410 Turboprop - Raytheon 1900D; Myasishchev M-102, Piaggio Avanti; Beech Starship 2000, Shorts 360, Pilatus PC-12 Turboprop - Cessna Caravan 208B, Caravan I, Conquest I, Reims-Cessna F406 Caravan Turboshaft - Sikorsky S-76B Turboshaft - Bell 212, Agusta-Bell 212, Sikorsky S-58T 412SR Agusta-Bell 212, 412SR 412HP Turboprop - Embraer EMB-120, Dornier 328, Bombardier Dash 8-100, ATR 42-300 PW123-A/B/C/D/E PW124B 2,502 Turboprop - Bombardier Dash-8-200,300B/E, Bombardier CL215/415 PW124B-125B/126B 2,401 Turboprop - ATR 72; PW125B Fokker 50-100; PW126A BAe ATP PW127 PW150A ••• PW150A PW200 -9HHI PW200-206A/B/C/D/207 2,752 Turboprop - ATR 72-210; PW127B Fokker 50-300/Fokker 60; PW127C Y7-200A; PW127E ATR 42-500 5,075 550 Turboprop - Bombardier Dash 8-400 Turboshaft - Bell 427 NLT, MD Explorer. Agusta A109 Power, Eurocopter EC135 PW305-305A/B/306A/B.'C PW500 PW530A PW545A-545A PW600 PW615F PW800 PW800 5,258 Turbofan - 305A Bombardier Learjet 60, Gulfstream G200, 305B Hawker 1000, Cessna Sovereign 2,748 3.784 1.000-2.000 10,000-20,000 Turbofan - Cessna Citation Bravo Turbofan - Cessna Citation Excel Turbofan - proposed for Cessna Citation Mustang ••••• Turbofan - Proposed for Russian Regional Jet Rolls-Royce's innovative strategic growth plan continues to bear fruit with new customers, new applications and greater resilience during the current downturn. Lufthansa's selection of the Trent 900 for the A380-800, closely linked to a key engine overhaul deal with Lufthansa Technik, was a defining moment for the strategy which has transformed the company over the last 10 years. Helped by its takeover of Allison, Rolls-Royce's customer base consists of more than 500 airlines and 4,000 corporate and utility aircraft and helicopters. The orderboek stands at over £19 billion (S30 billion) and annual sales total around £6 billion, of which more than 40% cur rently comes from aftermarket services. First full run of the Trent 900 is scheduled for 17 March, 2003, with certification expected in October 2004. The engine is due to power the A380-800 into the air for its maiden flight around January 2005 and enter service with launch customer Singapore Airlines in March 2006. With upcoming cam paigns in Japan, Hong Kong and other parts of Asia, Rolls-Royce remains optimistic of maintaining or exceeding its current 50% marketshare on the new Airbus jumbo. The Trent 500 meanwhile entered service in August on the A340-600 with Virgin Atlantic, with SIA and Lufthansa due to follow in 2003. The Trent 500, which made its first run in May 1999, has racked up $5 billion in advance sales, representing the company's most successful programme to date. Work on defining the slightly more powerful Trent 600 derivative for Boeing's proposed 747-400XQLR is also under way. The 63,000lb-thrust Trent 600 was effectively discounted in earlier phases of the Boeing study but has re-entered the fray as thrust and noise requirements have increased. The Trent 600 was originally conceived as a 68,000-72,000lb-thrust family for the initial 747X stretch studies, but has since been revised as a Trent 500-based derivative. Trent 800 production continues to support on-going 777-200/300 deliveries with the -895C upgrade being the focus for current support and retrofit activities. Production of RB211s is meanwhile winding down with only small numbers in the backlog for the 757 and Tupolev Tu-204. The number of in-service Rolls-Royce BR715 engines passed the 200 milestone in June when the 100th Boeing 717 was delivered from Long Beach, California. More than 600,000 flight hours have been accumulated by the engine since certification was achieved in 1998. Production of its 14,0001b to 17,000lb-thrust sibling, the BR710. continues at a steady rate to support the Gulfstream 500/550 (V/V-SP) and Bombardier Global Express. Rolls-Royce, which will also supply the engine for Bombardier's Global 5000. signed an agreement in February for up to 600 of the BR710C4-11 variant for the Gulfstream 550. The enhanced C4-11 version generates up to 15,5001b thrust, a 5% increase on the previous production version, and was certified by European and US authorities in June. The Tay engine also continues in production for the GIV-SP and still forms an important part of Rolls-Royce's overall attack on the business aircraft market which it believes will need 30.600 engines over the next 20 years. In October the relationship with Gulfstream passed another milestone when the 1.000 Tay engine was delivered for the 500th GIV In 2002. Rolls-Royce expects to pro duce 290 BR710, Tay and AE3007 (for Cessna's Citation X) corporate engines, around 7% fewer than in 2001, due mainly to the post September 11 downturn. Production of commercial AE3007s meanwhile continues at a high rate to feed Embraer's ERJ 145 family production line, with over 1,200 engines delivered since the first Brazilian regional jet entered service in 1997. Firm and option orders for the ERJ line stand at more than 1,400, the latest ERJ 145XR version of which entered service in November powered by the enhanced AE3007A1E engine. The 8,110lb-thrust A1E version produces a 7% increase in take-off thrust and up to 14% higher climb thrust over the current A1 engine. The Model 250 turboprop and turboshaft family continues to be a prolific seller and celebrated the almost unprecedented milestone of 150 million operational flight hours in early 2002. More than 28,500 Model 250s have been delivered since it first entered service in 1961 and 17,000 are believed to be in service on more than 125 different types of helicopters and fixed wing aircraft. www.flightinternational.com FLIGHT INTERNATIONAL 3-9 DECEMBER 2002 53
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