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Aviation History
2004
2004-09 - 2468.PDF
Directory: commercial engines Model Max thrust (lb) Power max (SL) (shp) Notes/Description (inc submodel) Application SAM-146 15,000-17,500 Turbofan - Russian Regional jet Pratt & Whitney's failure to be selected for the Boeing 7E7 in 2004 marked a defining moment for the US manufacturer and has already begun to have significant downstream effects. The surprise decision of ANA to select the Rolls-Royce Trent 1000 over General Electric's GEnx for its 7E7 power, for example, is believed to be tied directly to the Japanese airline's reluctance to be over-reliant on one engine manufacturer. Taking its lead from its United Technologies par ent company, P&W and its traditional partners felt the business case for involvement in the 7E7 was unconvincing, given what it believed was a projected return on investment beginning no earlier than 2020. The loss has other implications beyond the 7E7, however, as it effectively removed P&W from the line-up of the big new turbofan makers for the com peting Airbus A350 and possibly Boeing's 747 Advanced - both of which will use 7E7-derived engines. P&W's big engine business received something of a lifeline in September, however, when it was picked by Korean Air (KAL) to supply PW4000 family engines for nine Boeing 777- 200ERs and two 747-400ERFs. Deliveries begin in 2005 and extend through 2009 for a value of around $500 million. With the new orders, KAL's P&W-powered 747/777 fleet will number 42. P&W meanwhile, con tinues to put increased emphasis on its partnership programmes as part of IAE and the Engine Alliance, while appearing to deemphasise "home made" programmes such as the long-suffering PW6000. In January, P&W announced the transfer of final assembly of the PW6000 to MTU in Germany (see entry) as part of cost-cutting moves and attempts to promote P&W-powered Airbus A318 sales with an increased European content. Before the switchover, MTU already had a 33% share in the PW6000 with the six-stage compressor and the low-pressure turbine. MTU is building up its Hanover "flow-line" to assemble up to 30 engines a year, although the current backlog is barely suffi cient to support anything like this for more than a single year. The engine won US Federal Aviation Administration certification in November and is scheduled to fly on the A318 in December. An unexpected commercial opportunity for the venerable JT8D has also emerged with the selec tion of a modified -219 to power a proposed supersonic business jet development from Aerion. Pratt & Whitney has teamed with the supersonic developer on the programme that, if it is launched, is expected to generate sales of between 250 and 350 aircraft. JT8D-1/3/7/9/11/15/17R JT8D-209/217/217A/B/C.219 JT9D7R4D/9/20/59A/70A PW2000-PW2037/2040/2043 17,000 19,200 45,500 37,000-43,000 - Turbofan - Boeing 727, 737, McDonnell Douglas DC-9 Turbofan - Boeing MD-80/82 Turbofan - Boeing 747, 767, Airbus A300, A300-600, A310, McDonnell Douglas DC-10; Turbofan - Boeing 757 PW4000-PW4052/56/60/62/62A 52,000-62,000 PW4000-PW4074/77/84/90 77,000 PW4000-PW4098 97,978 PW4000-PW4152/56/58/64 56,000 PW4000-PW4164/68/68A 68,584 PW4000-PW4460/62 62,000 Turbofan - Boeing 747-400/400ER, 767-200/200ER, 300/300ER Turbofan - Boeing 777-200/200ER/300 Turbofan - Boeing 777-300 Turbofan - Airbus A300-600R Turbofan - Airbus A330-200/-300 Turbofan - Boeing MD-11 PW6000-PW6122/24 24,000 Turbofan - Airbus A318 P&WC continues its rapid product line expansion, which has seen 40 new engines or variants intro duced in the past 20 years. With up to 20% of its revenues being poured back into research and development, the company is working on the intro duction or early development of at least 20 further new powerplants and derivatives. Most are aimed at the business aircraft market, which accounts for 61 % of its current sales, although new products such as the PW800 are being groomed for possible application on regionalsjets, which take up 12% of P&WC's sales today. Utility aircraft occupy 8% of the pie, with auxiliary power units and military sales taking the remainder. In all, P&WC had almost 38,300 engines in service by late 2004 with 8,364 operators in 191 countries. Upcoming introductions include the small PW600 turbofans, the PW615F for the Cessna Citation Mustang and the PW610Ffor the Eclipse 500. The PW615F rated at 1,350lb JT"D9HMHMMMHi JT15D-1/4/5/5A/5C/5D/5F thrust, ran first almost one year ago and first flew on 27 April 2004. Just over a week later, on 5 May, the PW61 OF ran for the first time and was expected to power the first pre-production Eclipse 500 on its maiden flight by the end of December 2004. The sheer numbers of Very Light Jet applications should ensure the PW600 remains a long-running product line. It has already been dubbed the "PT6 of the 21 st century." The PT6 and its turboshaft derivatives still make up more than 50% of the company's pro duction, however. The PW100, meanwhile, marked its 20th anniversary in service in 2004, having chalked up more than 85 million flight hours on over 2,000 aircraft. The turboprop family has grown to include 29 models in the power range spanning 2,000-5,000shp. The PW200 also achieved a mile stone in 2004 by passing the 1 millionth operating hour since its introduction in the 1990s. The tur boshaft has captured more than 70% of the light-twin market and in 2004 was selected to power the Agusta Grand helicopter. In November P&WC appointed Spain's Industria de Turbo Propulsores (ITP) as a designated service centre for the engine. On the PW300 a significant event during the year was the delivery of the first shipset of PW307A tur bofans to Dassault Falcon for installation on the new Falcon 7X business jet. This marked the first deliv ery of a P&WC engine to power a Dassault Falcon, a major coup for the company, which had previously chosen either Honeywell or General Electric power- plants. Earlier in the year, the engine was also involved in another first for P&WC when two PW307As were tested at the same time on the company's two Boeing 720 flying testbeds. Another move came with the announcement at the 2004 National Business Aviation Association show that the JT15 would be re-introduced to production in late 2005 for the Cessna Citation II. 2,900 Turbofan - Cessna Citation l/M/SII/V/Ultra, Aerospatiale Corvette, Mitsubishi Diamond, Beechjet 400A/Beech TCX, Agusta S211/11A www.flightinternational.com FLIGHT INTERNATIONAL 23-29 NOVEMBER 2004 55
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