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par Beochien Mer 14 Mar 2018 - 12:25Un point bien intéressant de P&W, chez AIN, vu sur A.net.
Assez amusant, et bien connu ...
En appliquant les formules "GE" avec 6-8 ans de retard, les PW1100 et successeurs peuvent gagner 5-7 %
Bon, ça ne fait que 5 ans qu'on en parle, et P&W est encore dans le pétrin avec les PW1100G actuels ...
Par contre GE n'a pas encore montré de GTF ...
Tout ça, sur fond de guerre pour le B797 !
Noté aussi que Hawaïan, attendent toujours des A321 ETOPS, plutôt vers la fin de l'année.
Robert Leduc speaking !
Prudent quand même, quant aux délais, on le comprend.
Par Chris Kjelgaard / AIN
https://www.ainonline.com/aviation-news/air-transport/2017-05-31/pratt-whitney-says-new-pw1000g-core-will-cut-fuel-burn
[ltr]“GE, with the [CFM International] Leap X, used core technology,” to produce the 15 percent lower fuel burn offered by the Leap-1A powering the Airbus A320neo family compared with that offered by CFM’s predecessor A320 engine, the CFM56-5B, said Leduc. Pratt & Whitney opted to used geared turbofan technology instead to produce the 16 percent lower fuel burned by the PW1100G-JM compared with Pratt & Whitney’s predecessor A320 engine, the IAE V2500-A5. However, he added, “We believe there is five to seven percent more improvement by the mid-2020s…if we step up the core technology injection,” to produce a PW1000G core as advanced as that of the Leap program.[/ltr]
[ltr]While the PW1000G’s existing hybrid-aluminum fan blade design is, claimed Leduc, the most efficient fan blade, because using aluminum allows its airfoil to be very thin and therefore more than 98 percent efficient, the next-generation engines will have higher operating pressure ratios and higher temperatures at the back of the compressor. “So we will need a more efficient compressor to keep the temperature down,” said Leduc. “We’ll need 2 to 3 percent better efficiency than historically.”[/ltr]
[ltr]Additionally, Leduc predicted that the company will need ceramic matrix composites (CMCs) to make next-generation engines. Although Pratt & Whitney chose not to incorporate CMCs into its initial PW1000G core, it manufactures CMC parts for the F135 engine for Lockheed Martin’s F-35 Joint Strike Fighter. For Pratt & Whitney’s commercial aircraft engines, the company believes CMCs will be ready for production in 5 to 10 years.[/ltr]
Assez amusant, et bien connu ...
En appliquant les formules "GE" avec 6-8 ans de retard, les PW1100 et successeurs peuvent gagner 5-7 %
Bon, ça ne fait que 5 ans qu'on en parle, et P&W est encore dans le pétrin avec les PW1100G actuels ...
Par contre GE n'a pas encore montré de GTF ...
Tout ça, sur fond de guerre pour le B797 !
Noté aussi que Hawaïan, attendent toujours des A321 ETOPS, plutôt vers la fin de l'année.
Robert Leduc speaking !
Prudent quand même, quant aux délais, on le comprend.
Par Chris Kjelgaard / AIN
https://www.ainonline.com/aviation-news/air-transport/2017-05-31/pratt-whitney-says-new-pw1000g-core-will-cut-fuel-burn
[ltr]“GE, with the [CFM International] Leap X, used core technology,” to produce the 15 percent lower fuel burn offered by the Leap-1A powering the Airbus A320neo family compared with that offered by CFM’s predecessor A320 engine, the CFM56-5B, said Leduc. Pratt & Whitney opted to used geared turbofan technology instead to produce the 16 percent lower fuel burned by the PW1100G-JM compared with Pratt & Whitney’s predecessor A320 engine, the IAE V2500-A5. However, he added, “We believe there is five to seven percent more improvement by the mid-2020s…if we step up the core technology injection,” to produce a PW1000G core as advanced as that of the Leap program.[/ltr]
[ltr]While the PW1000G’s existing hybrid-aluminum fan blade design is, claimed Leduc, the most efficient fan blade, because using aluminum allows its airfoil to be very thin and therefore more than 98 percent efficient, the next-generation engines will have higher operating pressure ratios and higher temperatures at the back of the compressor. “So we will need a more efficient compressor to keep the temperature down,” said Leduc. “We’ll need 2 to 3 percent better efficiency than historically.”[/ltr]
[ltr]Additionally, Leduc predicted that the company will need ceramic matrix composites (CMCs) to make next-generation engines. Although Pratt & Whitney chose not to incorporate CMCs into its initial PW1000G core, it manufactures CMC parts for the F135 engine for Lockheed Martin’s F-35 Joint Strike Fighter. For Pratt & Whitney’s commercial aircraft engines, the company believes CMCs will be ready for production in 5 to 10 years.[/ltr]
