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Aviation History
2004
2004-09 - 2464.PDF
Directory: commercial engines Model Max thrust (lb) Power max (SL) (shp) Notes/Description (inc submodel) GE90-powered -300ERs for delivery between 2006 and 2010. The deal took the value of GE90 orders to date (more than 500 engines) to almost $8.5 billion. On top of this, GE received more business for the family when Continental Airlines ordered 35 perfor mance improvement programme (PIP) kits for the GE90-90B engines powering its 777-200ER fleet. Continental became the sixth carrier after Air France, Austrian, China Southern, Kuwait and Saudi Arabian to order the PIR which improves fuel burn by up to 2.5% as well as increasing exhaust gas temperature margin by around 20°C (68°F). The growing success of the GE90, a high margin earner for the company, helped push forecast revenues for 2004 to $12 bil lion, marking a return to the years of strong growth up to 2001. The GE civil engine fleet, including the CFM56, is expected to grow to 25,000 by 2013 against just 5,000 in 1990. A large element of the growth is also related to the smaller CF34 family, which saw brisk business in 2004 with orders and options taken to power almost 200 aircraft, including Air Canada's orders for 90 Embraer 190s and up to 30175s, added to 12 firm orders for CF34-8E-pow- ered Embraer 170s for delivery from 2005 to 2007. By the end of 2004 there were almost 2,000 CF34 engines in service with regional and mainline airlines, with both deliveries and the orderbook expected to top 400 by year-end. Although the 50- seat market is showing signs of a slowdown, GE remains bullish about the future of the sector and of the CF34, which powers almost 900 Bombardier CRJ100/200s. The company expects the installed CF34 base to double by 2008 as the regional fleet continues to grow towards a forecast size of 6,800 by Application 2023. A large element of GE's optimism is built on the increasingly popular 70-plus seater regionals such as the CF34-8C1-powered CRJ700, CF34- 8C5-powered CRJ900, CF34-8E-powered Embraer 170 and CF34-10 powered Embraer 190. This latter engine, the largest member of the CF34 family at 18,500lb thrust, first flew in March and is scheduled to enter service with JetBlue in August 2005. The CF34-10A variant is, meanwhile, earmarked for China's ARJ21 regional jet, with tests due to begin in 2005 and service entry in 2008. GE also received certification of the new CT7-8 turboshaft to power variants of the Sikorsky S-92, AgustaWestland EH/US101, NH Industries NH90 and Sikorsky UH-60. Deliveries of the -8A version for the S-92 began in April, while flight tests of the - 8E powered EH101 began in mid-year. CF34-10A CF34-10D/E CF34-3A/A1/B/B1 CF34-8C1/8D3/8E CF6-50C1/C2B/2R CF6-80C2A/A1 /A2/A3//A5/A8 CF6-80E1A2-A4 CF6-80E1A4 CT7-2A/2C/2D/6A/D/7/8/8A GE90-85B/90B GE90-110B1/115B1 GEnx T700-GE701 18,500 18,500 9,200 14,000 51,000-60,000 58,900-61,300 70,000 68,000 - 84,500-90,000 115,000 69,980 - . - - - . - - - 1,725 - - 1,720 Turbofan - AVIC China ARJ21 Turbofan - Embraer 190/195 Turbofan - Bombardier CL601,Challenger 604,CRJ100,200 Turbofan - Bombardier CRJ700.900, Embraer 170/175 Turbofan - Airbus A300B, DC-10-30 Turbofan - Airbus A310-200/-200 Adv -200, -300, A300-600, Boeing MD-11 767-300ER Turbofan - A330-300 Turbofan - A330-200 Turboshaft EADS Casa CN-235, Sikorsky S-70C,S-92A/C,EH101, Bell 214ST Turbofan - Boeing 777-200/200ER Turbofan - Boeing 777-200LR/300ER Turbofan - Boeing 7E7 Turboshaft - Sikorsky S-70C GENERAL ELECTRIC PRATT & WHITNEY ENGINE ALLIANCE Flight tests of the GP7200 engine for the Airbus A380-800 are expected to start in December on GE's 747 flying testbed in the build-up to the planned first flight on the A380 in November 2005. Despite starting four months later than planned, mostly owing to development issues with the low- pressure turbine, the General Electric Pratt & Whitney Engine Alliance remains confident of meet ing its original target of completing the first stage of a three-phase programme around September 2005 with US Federal Aviation Administration engine certification. This will clear the way for the start of the second, service-readiness phase, culminating with entry- into-service with Emirates around October 2006 with the GP7200 rated at 70,000lb (31 OkN) for the passenger A380. Phase III, covering service and support, includes the planned entry-into-service of the more powerful 76,500lb rated GP7276 on the first A380-800F freighter for FedEx in 2008. The engine reached 80,000lb thrust on its first phase of running in April at P&W's East Hartford test site in Connecticut, kicking off a programme originally scheduled to cover more than 20,000 endurance cycles and 7,000h of operation on eight test engines. Eight engines are in the effort, which aims to cater for all expected thrust growth requirements by covering certification concurrently at the higher rating for the freighter, and at 81,500lb for later growth options. The first production shipset is due to be trans ported to Toulouse around late June 2005 for installation on A380 number MSN009. Thanks mostly to its double selection by Emirates, the Alliance has taken the lion's share of the A380 engine orders to date, with firm orders for 67 of the 110 aircraft for which the powerplant has been selected. The 300 engines ordered to date are worth around $3 billion. GP7270/77 GP7270/77 70,000 Turbofan - Airbus A380-800.800F at 76,500lb In October General Electric and Honda established a joint company, GE Honda Aero Engines, to pursue the launch and marketing of Honda's HF118 turbo fan and its derivatives in the 1,000-3,000lb thrust (4.5-13kN) class for the light business jet market. The HF118 is a twin-spool, digitally controlled turbo fan and represents Honda's entry into the jet engine business. The initial version will produce 1,600lb thrust. Development began in 1999 and full-scale flight tests have been carried out on Honda's prototype HondaJet aircraft since December 2003. The HF118 is being considered for the Avocet ProJet and a light business jet under study by Embraer. HF-118 1,000-3,500 Turbofan - To power the HondaJet and other light jets www.flightinternational.com FLIGHT INTERNATIONAL 23-29 NOVEMBER 2004 51
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