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Aviation History
2004
2004-09 - 2465.PDF
Directory: commercial engines Model Max thrust (lb) Power max (SL) (shp) Notes/Description (inc submodel) Application The HTF7000 turbofan continues to build hours on the growing fleet of Bombardier Challenger 300 business jets, while the search goes on for new applications for the 6,830lb-thrust (30kN) engine for merly dubbed the AS907. Production also continues of the ever-expanding TFE731 family, including the newly developed - 20BR version for the Bombardier Learjet 45XR. Around September 2004, the 3,650lb-thrust engine also became what Honeywell believes to be the first powerplant to be certificated by the European Aviation Safety Agency. Originally certificated in 1972, the TFE731 was originally designed for the Learjet 25, but sales took off with the Lear 35/36. By 2004 the company had delivered more than 3,000 TFE731s to power the five main Learjet models alone. The latest TFE731-60 has been selected to power the Dassault Falcon 900DX, with certification and delivery due in 2005. The -60 has a wide-chord fan with a 17% increase in flow capacity. Retrofit and upgrade activity also saw an increase, with a new full authority digital engine control for the LTS/HTS turboshaft family completing engine altitude testing up to 25,000ft (7,620m) at the company's Phoenix, Arizona test site. The upgrade has been designed for retrofit and forward fit, and will be suitable for the LTS101s and HTS900s, covering single and twin helicopters. The T5317B turboshaft, rated at 1,800shp (1,240kW) and derived from the T53-703, has been selected by Bell to power the 210 helicopter. 738-1-1B HTF7000 LF507-1F LTP101-700A-1A LTS101-750B/C/850 T5317B T53-L-13B/703 TFE731-2/2C/3/4 TFE731-20 TFE731-3 TFE731-40/50 TFE731-5 TFE731-60 TPE331-3/5/6 TPE331-10 TPE331-10R TPE331-12 TPE331-14 6,000 6,830 7,000 - - - - 3,700 3,500 3,700 4,300 4,500 5,000 - - - • - - - 701 685 1,800 1,401 - - - • - 830 900 1,100 1,651 Turbofan - Dassault Falcon 2000, CFE738-2 has 6,430lb thrust Turbofan - Challenger 300 Turbofan--1F and -1H power Avro International RJ70, RJ85, RJ100, RJ115 Turboprop - Powers Piaggio P166, Pacific Aerospace Cresco, -600 powers Riley/Cessna 421 Turboshaft- Eurocopter AS365, Bell 222B, 222UT;850 powers Eurocopter BK117, AS305D and Bell 222BUT Turboshaft-Bell 210 Turbofan - Bell /Agusta AB205, Bell204B/205A/205A1, Fuji Bell 205B, Kaman K-Max Turbofan - Dassault Falcon 10/100, BAe 125/700, Cessna Citation lll/VIA/ll, Bombardier Learjet 31/35/36/55/56, Sabreliner, IAI Westwind 1125 Turbofan - Bombardier Learjet 45 < Turbofan - Cessna Citation III, Dassault Falcon 50, BAe 125-700, IAI Westwind 1, 2 & Astra, Rockwell Sabreliner 65A, CASA C-101, FMA IA 63; -3A powers Learjet 55 and Astra, -3B at 3,650lb-thrust powers Cessna Citation III and IV Turbofan - Astra SPX and Falcon 50EX, Bombardier Learjet 45, Gulfstream 100/150 Turbofan - Citation Ultra, Hawker 800, CASA C-101; -5A powers Dassault Falcon 900 and re- engined Falcon 20; -5B Falcon 900C Turbofan - Falcon 900EX Turboprop - Beech KingAir B100, Dornier 228, Commander 840/900, AyresThrush Turboprop - BAe Jetstream 31, Beechcraft B100, Commander 690, Cessna Conquest Turboprop - CASA C-212-300 Aviocar Turboprop - BAe Jetstream Super 31/32 Turboprop - 14A/B Piper Cheyenne 400;-14GR/HR with 1,750shp powers Jetstream 41; -14GR- 801E powers Antonov An-38 International Aero Engines (IAE) appears to have come of age in its 21st year, maintaining its claim to a superior market share over CFM International in the battle to power the Airbus A320 family, and announc ing long-term plans to develop a next-generation V2500 engine. These positive moves are in stark contrast to the uncertainty that threatened to over take the multinational consortium in the late 1990s, when Pratt & Whitney, one of the principal IAE share holders, threatened to split the market with its PW6000. Since then P&W and Rolls-Royce, the other major partner in IAE along with the Japanese Aero Engine Corporation and MTU Aero Engines of Germany, have reaffirmed their commitment. Both companies have declared IAE their "route to market" for Bombardier's proposed CSeries airliner and its associated 21,000-23,000lb thrust (95- 102kN) engines. However, as with CFMI, IAE faces the conundrum of meeting the relatively short-term needs of the CSeries while at the same time cater ing to the longer term and arguably wider marketing potential of the next-generation Airbus and Boeing narrowbodies. Bombardier's timetable would mean launching a new engine by early 2008, pending the successful completion of technology development tests and marketing assessments. Business for the V2500, meanwhile, continues to build, with the firm-order backlog exceeding $1 billion for the first half of the year. Including options, the backlog reached more than 2,500 engines. Recent orders include selection by airlines including JetBlue for 30 additional A320s, America West, which has ordered 17, Spirit, with an order for 15, and Turkish Airlines for its new fleet of 31 Airbus A320s and A321s. Leasing company business also generated orders for more than 100 engines. Part of the rising tempo of new and repeat busi ness is attributed to what IAE describes as the "growing significance" of fleet hour agreements, which it believes will soon cover 40% of the V2500 fleet. The engine family, now consisting of seven main members, continues to achieve high levels of reliability, with one engine on an America West A320, becoming the first V2500-A5 to achieve more than 20,000h on wing. V2500-A1 25,000 Turbofan - Airbus A320-100 52 23-29 NOVEMBER 2004 FLIGHT INTERNATIONAL www.flightinternational.com
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