PW Purepower PW800

TF that will power the MRJ, but development of that turbofan engine is now on the shelf too, pending a new business jet application. Work on the core continues, however.
“We designed one core to use on both the [MRJ-size] GTF and a business jet turbofan producing between 10,000 and 18,000 pounds of thrust,” said Dussault. “The Columbus would have used the lower end of that thrust spread, and something in the class of the G650 would use the upper end.”
P&WC did propose PW800-series engines to Bombardier to power the new Global 7000/8000 long-haul jets, but the Canadian airframer instead opted for GE Aviation’s new Tech-X engines to power its new flagships. P&WC remains on the prowl, confident that demand for business aviation in India and Asia will move more long-range bizjet contenders from design to manufacture and inspire more engine applications for which to compete.
Compatibility of GTFs with business jets is more a function of mission length than airplane size, according to Dussault. “We’ve done the ‘trades’ for a long-range business jet, and we weren’t getting enough fuel economy to warrant having the larger size and greater weight of a GTF,” he explained. “Although you get the fuel advantage you need, geared engines are larger and heavier, and I think there would be resistance against making the airframes bigger and heavier to get the efficiencies that come from a GTF. The GTF is scalable, but it depends on the mission.”
Suited to Small Jets
In Dussault’s view: “A GTF is better suited to smaller business jets because they do not fly the mission profile of the large-cabin business jets, which is to climb to high altitudes quickly and stay there for great distances, but rather the smaller jets fly 1,500 miles or so.” Even if business jets do not adopt the big geared fan up front, they benefit from the GTF’s core. “The key enabler for a high-efficiency turbofan such as the PW800 is the core,” he maintained. “And people like the fact that when the PW800 does join the business-jet fleet its core will have accumulated a million hours in the C Series and MRJ. It is designed to provide the durability and reliability that commercial operations require.”
P&WC’s PW800 series might have fallen off the Columbus and lost out to GE on the new Globals, but the company is on some solid programs with the PW300 series (Falcon 2000LX and 7X, Learjet 60 and 85, Cessna Citation Sovereign and Hawker 4000) and PW600 series (1,700 of which have been shipped for Eclipse 500s, Mustangs and Phenom 100s since the engine was certified in 2006). P&WC engines are also aboard three new helicopters a-birthing–the EC175, S-76D and AW169–all of which are destined to play a key role in the expanding search to satisfy our insatiable appetite for oil.
The Canada-based engine makers’s workforce has remained “fairly stable” over the course of the recession. The payroll currently stands at around 9,200, down from a little over 10,000, but of the 1,500 departures through attrition and early-retirement packages, none affected the ranks of engineers. “Engineering was never cut back and in fact grew. We’re hiring more engineers now,” said Dussault. “Even in downturns we try to maintain the same level of investment in engineering so we’re poised to take advantage of a recovery.”

Eager to penetrate the market sector, PWC has selected the core of the commercial PW1500G geared turbofan, in development for the Bombardier CSeries, as the basis for its next-generation PW810 business engine demonstrator. The move picks up from development work on the original PW810, which was put on ice following the demise of the large-cabin Cessna Columbus project in 2009. Although that concept was shelved, it served as a bellwether for market change. “It used to be a 50:50 split between large and everything else, now it is 70% large,” says PWC President John Saabas.

“The real reason we are embarked on this program is the core exists, and the very reason the core exists is a huge step forward for us,” says Saabas, who adds that the use of the baseline engine variants on the Mitsubishi Regional Jet and the CSeries will demonstrate and validate the technology before it moves into business aviation. “So the job is to do a demonstrator of a PW800 engine. We are talking to a couple of OEMs about a range of thrust from 10,000 to 16,000-17,000 pounds, and we're looking at all of them.”

PWC plans to run the demonstrator this year using a conventional low-pressure system better optimized for the rapid-climb performance requirements of business jets. “The technology is really in the fan,” says Saabas, who adds that design know-how from the larger commercial engines—in particular the Engine Alliance GP7200 and PW1500G CSeries—will be incorporated. No specific application has been tied to the engine, although the PW800 has been strongly linked to Gulfstream's secretive P42 next-generation G450 replacement project.

Paul a écrit:Je crois que le GTF est limité à 42 000 pieds mais la plupart des bizjet vont jusqu'à 51 000 pieds.

Pratt & Whitney Canada (P&WC) announced today that it has received Transport Canada type certification for its PurePower PW814GA and PW815GA engines, which will power the new Gulfstream G500 (range of 5,000 nautical miles) and G600 (range of 6,200 nautical miles) business jets respectively. P&WC is a United Technologies Corp. company (NYSE:UTX).

Certification of these two engine models follows Gulfstream's recent unveiling of its new G500 and G600 business jets and the news that P&WC's PurePower PW800 engines were selected to power these next-generation long-range and ultra-long-range aircraft. In addition to the engines themselves, P&WC is providing Gulfstream with the Integrated Power Plant System (IPPS), which comprises the engine, nacelle, and thrust reverser systems.

"Transport Canada type certification of the PurePower PW814GA and PW815GA engines as well as Gulfstream's selection of the PurePower PW800 family represent major achievements for P&WC," said John Saabas, president, P&WC. "We are very proud to power Gulfstream's new business jet family."

"Transport Canada type certification of the PurePower PW814GA and PW815GA engines as well as Gulfstream's selection of the PurePower PW800 family represent major achievements for P&WC," said John Saabas, president, P&WC. "We are very proud to power Gulfstream's new business jet family."

During rigorous endurance testing, simulating various aircraft missions, the PW800 engine has achieved more than 3,300 hours of evaluation. This includes over 350 flight hours on P&WC's advanced Boeing 747SP flying test bed aircraft. Additionally, the PurePower PW800 engine's advanced common core technology – leveraged in six PurePower engine applications – has amassed 15,000 testing hours in total.

"The PurePower PW800 engine has successfully achieved all of its objectives under a broad range of environmental and operating conditions, exceeding expectations," said Walter Di Bartolomeo, vice president of Engineering, P&WC. "We are thrilled with the engine's performance, fuel efficiency and environmental characteristics, which put it far ahead of anticipated standards on emissions and noise levels and ensure its best-in-class availability."

"The PurePower PW800 engine has successfully achieved all of its objectives under a broad range of environmental and operating conditions, exceeding expectations," said Walter Di Bartolomeo, vice president of Engineering, P&WC. "We are thrilled with the engine's performance, fuel efficiency and environmental characteristics, which put it far ahead of anticipated standards on emissions and noise levels and ensure its best-in-class availability."
- See more at: http://www.pw.utc.com/Press/Story/20150217-1330/#sthash.IDOiFulB.dpuf[