GE turboprop

The power section includes a two-stage HP turbine and three-stage low-pressure (LP) turbine. The HP turbine will be made of single-crystal materials and, GE says, will be the first in this class of engines to be fully cooled. The LP turbine will also be counter-rotating, “. . . so we pick up some efficiency there,” adds Follin. “It will be a smaller-diameter-airflow engine but we are getting efficiency because we are getting extra power through the thermodynamics, not the airflow. We are using commercial engine technology which will allow us to run at higher temperatures with much better maintenance intervals than the products in this class today.”

Configured around two opposing shafts driven by the power turbine, Mottier says, the design “breaks new ground” in having a digital electronic control system that governs both the core gas turbine engine and the propeller. “The system handles the optimum conditions as well as the different failure mechanisms. It controls how hard you drive the core, the back pressure on the LP turbine and how hard you drive the prop.” Compared to the electronic engine control used in the H80, the new turboprop will be controlled by a full-authority system with more control logic. The system will provide dynamic control rather than relying on predetermined control schedules. “There are some smarts in there,” says Mottier.

The new technologies allow GE to offer more power and fuel efficiency than found on the most advanced versions of the PT6, he says. The five-stage, axial-centrifugal compressor in the ATP yields a 16:1 pressure ratio, giving the engine the most efficient and powerful architecture in its class. The pressure ratio is enabled by each of the new technologies embedded in the ATP, including digital controls to adjust the airflow with variable stator vanes and cooled blades to survive hotter temperatures without melting.

GE plans to deliver the first ATP engine to test in 2017 and achieve certification three years later. That qualifies as sprinting in the engine development business, where engines such as the Leap and GE9X require at least seven years to reach certification.

Poncho (Admin) a écrit:Je repasse par là pour constater que le Catalyst n'est toujours pas certifié (c'était 2019 visé à l'origine ?)

https://www.ainonline.com/aviation-news/business-aviation/2021-08-26/denali-achieves-first-ground-runs-catalyst-engine

https://www.flyingmag.com/story/news/ge-catalyst-engine-progress-update/

https://www.flightglobal.com/ge-aviation-buttoning-up-catalyst-flight-approvals-eyes-applications-besides-beechcrafts-denali/144863.article

Certif fin 2021 au mieux maintenant, mais je lis aussi fin 2022

Poncho (Admin) a écrit:Oui je vois ça

A ce rythme le tech TP sera prêt avant