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Aviation History
2004
2004-09 - 2463.PDF
Directory: commercial engines Guide to commercial engines 2004 Model Max thrust (lb) Power max (SL) (shp) Notes/Description (inc submodel) Application The Chinese aero-engine industry centres mainly on licence production of components for western engines powering aircraft purchased by Chinese airlines. Rolls-Royce, Pratt & Whitney and General Electric/Snecma have all set up joint ventures with Chinese companies within the two China Aviation Industry Corporations (AVICI and II). The Xian Aero Engine Group (part of AVIC I) manufactures CFM56 low-pressure turbine discs for Snecma, while Rolls-Royce, under the Xian XR Aerocomponents Ltd venture, also has joint-venture arrangements with Xian. It also works with the Chengdu Engine Aero S&T Company, which manu factures interim casings for the RB.211-535E4 turbofan. The UK company says it has a "strategic commitment to developing a closer partnership with the Chinese industry". After its selection to power the new ARJ21 regional jet with its CF34-10, General Electric is set ting up various initiatives to give work to the Chinese industry, including a maintenance, repair and over haul facility, while Germany's MTU Aero opened its MTU Maintenance Zhuhai centre two years ago to support CFM56 and IAE V2500 engines in service with Chinese airlines. The only indigenous engine currently manufac tured by Chinese industry is the AVIC 11 Dongan Engine Group WJ5A-1 turboprop powering the Y7 aircraft. This is a derivative of the Russian Progress AI-24 turboprop. ngan Harbir WJ5A-1/1G 2,791 Turboprop - XAC Y7-100/Y7-200B The General Electric/Snecma partnership signed the development contract for the CFM56-2 in 1972, marking the launch of the world's first ten-tonne tur bofan and the beginning of a partnership that would see the CFM56 in its many guises become the best selling engine in the history of commercial aviation. CFM International's long-anticipated announce ment of plans to study a new centreline engine came in a year when total orders climbed towards 17,000. Sales and deliveries have recovered towards pre-2001 levels, with more than $2.1 billion in orders in 2004 and the number of CFM56-pow- ered aircraft rising to around 5,700. The new engine is aimed at Airbus A320 and Boeing 737 successors, although an interim config uration is an outside possibility should CFM become a firm candidate to power Bombardier's proposed 110- to 140-seat CSeries airliner (see IAE). Outline requirements are heavily driven by the requirement for lower noise. Cumulative and sideline noise tar gets are expected to be effectively 25EpndB below Stage 3, while emissions will be 50% lower than the CFM56-5B/7B SAC and maintenance costs 25% below that of current engines. Thrust is expected to be close to that of the present range, at between 23,000lb (100kN) and 35,0001b, while engine- related operating costs are targeted to be 12% lower than the-5B/7B. In 2004 CFM also committed to launching the CFM56-5B/7B Tech Insertion programme, a step towards the new-generation engine that makes the most extensive use yet of the Tech 56 technology development effort. Current-generation A320 and 737 engines will be fitted with a new-technology core and low-pressure turbine nozzle derived from the Tech 56 effort, and will have significantly increased time on wing, reduced fuel burn, improved durability and lower operating costs. The revised configuration will become the new production standard for all CFM56-5B and -7B ver sions from the first quarter of 2007, and will also be offered as an upgrade package. Certification is set for the fourth quarter of 2006, with entry into service in early 2007. Meanwhile, upgrades of older engines such as the CFM56-3 and -5 are under way, with kits and subkits being progressively introduced. CFMI has taken almost 400 orders for the -3 kits, and launched sub-kits in 2004 in an attempt to stimulate more interest. Similar efforts are undeF way with the CFM56-5C/P upgrade for the A340, for which CFMI sees a potential market for up to 500 kits. This year's sales of the current line-up remain strong, with more than 360 CFM56-powered aircraft ordered by October 2004, representing 50% of the total orders for the 100-seat-plus passenger aircraft market during the year. CFM56-2C1/C3/C5/C6 CFM56-3B-1/3C1 CFM56-3C CFM56-5A1/A3//A4/A5 CFM56-5B/5B1-B9P CFM56-5B-1 CFM56-5B-8/P CFM56-5B-9/P CFM56-5C2F/G CFM56-5C/1P CFM56-7B CFM56-7B27 22,000 23,500 24,000 25,000 22000-27,000 30,000 21,600 23,300 34,000 31,000 24,000 27,200 Turbofan - McDonnell Douglas DC-8 Super 71,72 and 73 Turbofan - Boeing 737-300/500 (3C1 on 737-400) Turbofan - Boeing 737-400/500 Turbofan - Airbus A320/A319 Turbofan - Airbus A318 (-5B8/P and 9/P),A319, A320.A321,Airbus Corporate Jetliner Turbofan - Airbus A321 Turbofan - Airbus A318 Turbofan - Airbus A318 Turbofan - Airbus A340-200/300 Turbofan - Airbus A340-300 Enhanced Turbofan - Boeing 737-600/700 /800/900 Turbofan - Boeing 737-700/-800/-900, Boeing Business Jet In a mixed, but largely positive period, General Electric successfully won a place on board Boeing's new 7E7 with its GEnx engine, but surprisingly lost out to Rolls-Royce in the race to provide the launch engine on the aircraft ordered by All Nippon Airways. GE formally launched the GEnx in April and by August had announced Ishikawajima Harima Heavy Industries and Avio as revenue-shar ing participants. Negotiations were also underway at the time with Snecma, which to the surprise of many later turned down the opportunity on cost grounds. The French company will remain a large- scale participant as a key supplier despite its decision, which was largely tied to an imminent spending increase to fund its share of the develop ment of the next-generation CFM56 (see entry). The GEnx, which is scheduled for certification in 2007, will be in the 55,000-70,000lb thrust (245- 300kN) range. It thus becomes the long-awaited successor to the CF6 family, the CF6-80C2 variant of which reached the 100 million flight hours mile stone around the same time as the GEnx was launched. More than 3,300 CF6-80s remain in ser vice, and the engine, which entered service in 1985, is expected to reach another 100 million flight hours in less than 10 years. The events surrounding the GEnx largely over shadowed developments on the GE90, which achieved significant success through 2004 with large orders and upgrades. The GE90-115B version entered service on the Boeing 777-300ER with Air France early in the year, and in August Singapore Airlines signed a letter of intent to purchase up to 31 50 23-29 NOVEMBER 2004 FLIGHT INTERNATIONAL www.flightinternational.com
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