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Aviation History
2004
2004-09 - 2467.PDF
Directory: commercial engines Model V2525/2528-D5 V2530-A5 V2533-A5 Max thrust (lb) 25,000 31,400 33,000 Power max (SL) (shp) Notes/Description (inc submodel) Application Turbofan - Boeing MD-90-30 Turbofan - Airbus A321-100 Turbofan - Airbus A321 -200 A member of the RSK MiG corporation, the Klimov design house continues development of "dual-pur pose" engines for civilian and military applications jointly with Ukraine's Motor-Sich. Progress, resulted in the An-140's TV3-117VMA- SBM1, a turboprop derivative of the TV3-117VMA helicopter engine, for which Progress developed the gearbox and propeller interface unit. bench runs in November 2002 as a turboshaft and in July 2003 in the turboprop version. Klimov is working on the TV7-117/SM, an improved TV7- 117S intended for the llyushin 11-114-X100 regional The first co-operative effort, also involving 2MKB Another TV3 derivative, the VK1500, had its first airliner and 11-112VT light tactical airlifter. TV7-117S/SM TV2-117 VK-3500 MTU AERO ENGINES 2,468 1,480 2,980 Turboprop - llyushin 11-114 Turboshaft - Mil Mi-9,38 Turboshaft - AKA TVA-3000, proposed for llyushin 11-114 After many years of involvement in numerous engine programmes, mainly as a specialist in the design and manufacture of low-pressure turbines, MTU Aero is to carry out final assembly of its first complete turbofan, the Pratt & Whitney PW6000, for the Airbus A318 (seePrattS. Whitney). The Munich, Germany-based company will ship the first engine from its Hanover maintenance facility in September 2005 as part of its overall involvement in the engine, which includes manufacture of the low- pressure turbine (LPT) and transonic high-pressure compressor (HPC). MTU also manufactures the General Electric CF6 high-pressure turbine (HPT) and HPC, and is involved in development of the GP7000 LPT and manufacture of the engine's LPT and HPT as well as manufacture of the PW2000 LPT, V2500 LPT and PW300/500 LPTs. l!l^iiWII-!Ml'i:llMI!I.W.H4i NPO Saturn moved to fourth place in 2003 in the CIS engine company rankings, with sales of $250 million. The company, formed from a merger between Rybinsk Motors, Lyulka-Saturn and the Ulfa Engine Building Association, hopes to strengthen its position through the PowerJet joint venture with Snecma. The D30K turbofan remains Saturn's main cash generator. Two modernisation programmes are under way for this Aviadvigatel-developed engine, for the TupolevTu-154M airliner and llyushin II-76 airlifter The D-30KU-154 variant is being upgraded to comply with the latest International Civil Aviation Organisation emissions and noise standards to keep the Tu-154M flying into western Europe. The newly introduced Series 2M features additional noise-absorbing panels, reworked combustor, closed-type fuel drain system and strengthened shafts for 24,000h lifetime. Saturn has "collected let ters of intention from 18 airlines for a total of 180 engines, and soft orders from two undisclosed carri ers for 15 units. D-30KU TVD-1500 PERM MOTOR COMPLEX 23,100 1,400 • PREVIOUSLY AVIADVIGATEL Turbofan - Tupolev Tu-154M Turboprop - Antonov An-38 After United Technologies reduced its share in Perm engine enterprises to 25% to comply with the 1998 amendments in Russian law, the GUTA group stepped in as Perm's major shareholder and began consolidation of what was formerly Perm Motors, with the intent of creating the Perm Motor Complex this year. With an expected income of Rb12 billion ($414 million) in 2004, Perm remains the leading Russian civil aeroengine producer. Airlines report a considerable improvement in PS90 support from the manufacturer in the past three years after its customer care system introduced Western support practices via Pratt & Whitney. Since entering revenue service in 1993, the PS90A fleet had amassed 1 million flying hours by September 2004. The fleet leader has built over 20,000h. The best example of on-wing reliability is 8,000h before removal, with a fleet average of 6,000h. Roughly half of the 200 engines assembled so far are in active service. Most of them are operated under power-by-hour and all-inclusive agreements. Perm is relaunching PS90A production after having upgraded all available used engines for newly com pleted llyushin II-96-300, Tupolev Tu-204 and Tu-214 airliners. In 2003 only five new engines were assembled and in 2004 seven, but as the used engines stocks have become depleted, the order backlog for new engines has grown and now amounts to around 20 units as of November 2004. Perm has started tests on a PS90 with the ZPK-2 noise absorbing kit, which will enable the II-96-300, Tu-204 and Tu-214 to meet International Civil Aviation Organisation Chapter 4 requirements. Series production of the variant is planned for 2005. Development of the PS90-A2 continues, with service entry planned for 2006. The engine has yet to win firm orders, however. The 26,500lb-thrust (118kN) PS12 and its derivative the 15,700lb-thrust PS-7 remain in development. PS-90-A2 PS-12 35,300 26,500 Turbofan - llyushin H-96-300, Tupolev Tu-204, Tu-214, Tu-234, M-60 Turbofan - MS-21 regional aircraft At the 2004 Farnborough air show, Snecma and NPO Saturn formed the PowerJet joint venture to develop the SaM146 regional jet turbofan. Paris- based PowerJet is responsible for certification, production, sales, deliveries and after sales support. The SaM146 will initially power the Sukhoi-led Russian Regional Jet (RRJ) and talks are ongoing with Antonov for the An-148 application. Snecma is responsible for the gas-generator, high-pressure compressor, control system and geared accessories, as well as engine integration, while Saturn provides the fan, low-pressure compressor and turbine and shrouding. Final assembly will take place at Saturn's plant in Rybinsk. The engine will be offered at two thrusts, 15,4001b (70kN) and 17,5001b.. 54 23-29 NOVEMBER 2004 FLIGHT INTERNATIONAL www.flightinternational.com
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