Un petit point rapide de la gazette de Montreal, sur le planning du P&W GTF, pour le C-Séries !
Bon, c'est intéressant, tout le monde veut être à l'heure !
P&W et Bombardier n'ont pas intérêt à se louper !
les Canadiens sont tout contents de récupérer la fabrication du moteur, tout prés de la FAL du Bombardier C Série, un bon point !
Côté %, 15%, 20 %, on verra, et dans quel sens le lire ! les journaleux sont parfois optimistes !
------------------------- L'Article de la Gazette -----------------
New, fuel-efficientengine was crucial componentin CSeries planning
The GazetteJune 26, 2010
Without a new engine -indeed, a new type of engine - there would be no CSeries. So it's not surprising that Pratt & Whitney was among the first, if not the first, supplier solicited by Bombardier.
Knowing that you're the key to the aircraft's success, or otherwise, is quite a burden. But Bob Saia, vice-president of Pratt & Whitney's Next Generation Product Family, sounded confident that the engine will perform, and that the timeline is well in hand.
The prototype engine was built several years ago and tested on the company's 747 test-bed. But the first of eight GTF engines for the development program has been tested in Longueuil since December and will go through more testing in August, two years before its first flight is scheduled.
The GTF (geared turbofan) was developed specifically for Bombardier by Pratt & Whitney Canada's parent in Connecticut, but will be built and serviced by the Longueuilbased subsidiary's new Mirabel plant, adjacent to the CSeries final assembly site.
It's slated to cut fuel burn by 20 per cent, the largest component of the 15-per-cent reduction in operating costs that Bombardier says the CSeries will provide airlines.
It's also a milestone of sorts for Pratt & Whitney Canada: the CSeries GTF at 24,000 pounds of thrust is well above anything the Canadian subsidiary has ever assembled (its mandate is between 10,000 and 20,000 pounds of thrust).
Saia said the GTF represents "a new architecture" for commercial engines that required a $1-billion investment, one-quarter of the $4-billion envelope for the CSeries.
He recognized that "the difficulty is in managing unknowns, which can always come about. Something you didn't expect ... can become a major challenge, and you have to surmount it."
But Saia said he believes Pratt has built in enough margins for delays to "protect schedule."
The engine is being "optimized" for the next six months, after which type certification begins in early 2011.
"That's a pretty tough ticket to get -it takes about 300 reports.
"But once you have the design complete, it's just energy that takes us to go do it."