Pratt & Whitney Les nouveaux GTF "Purepower"

Ah on objectera sans doute que ce moteur n'est pas près de voler en raison d'une sombre histoire de brevets avec Rolls Royce... Mais n'est-ce pas là prendre les acheteurs pour des inconscients?

Ben, ils sont tous complètement fous ou inconscients (Sauf moi) ... c'est bien connu !

Intéressant non ?
http://pro.clubic.com/legislation-loi-internet/propriete-intellectuelle/droit-auteur/actualite-403548-lg-vs-sony-ps3-saisies-masse-hollande.html

Pas de conclusions hâtives.
Le brevet de RR porte sur l'angle des pales, les ondes de choc et la manière de les minimiser. P&W peut augmenter son rapport de réduction et sortir du domaine transsonique.
Le reste du brevet concerne la résistance à la volaille. Je ne pense pas qu'il y a là de quoi poursuivre en contrefaçon et de toute façon, le brevet de base de RR expire en juin 2016.
Finalement, ce genre de cas se règle par des droits de licence à RR sur la période transitoire, pas en cassant les moteurs P&W. Ceux de RR n'ont pas besoin de ça pour casser.

Oui Vector !

On attend le pire!

Mais tant que l'on ne verra pas les T7200 sous les chenilles d'un chard lourd à Toulouse, avec un huissier qui dirige la manoeuvre, il reste de l'espoir !

RR devrait attendre de pouvoir fournir des T900 en qty suffisantes avant de lancer son tsunami !

JPRS

Bonjour !

Sans être vraiment un client de référence, Indigo choisit quand même le P&W 1100G !
Un très bon coup de client de lancement disons ...
A confirmer quand même ! Rien d'officiel ! Ce serait pour demain!

J'ajoute ... Ça a l'air confirmé par INDIGO et P&W !
http://www.dailymarkets.com/stock/2011/03/31/indigo-selects-pratt-whitney-purepower%C2%AE-pw1100g-engines-for-airbus-a320neo-order-one-of-the-largest-orders-in-recent-aviation-history/

Et la certitude que Airbus lancera le GTF en premier (Peut être 6 mois, ou un an de gagné, mine de rien ! vs le LeapX )

De bonnes nouvelles pour P&W qui cache bien son jeux,
De plus dans le buzz, tout le monde pense qu'ils feront mieux qu'annoncé de 2-3 points, mais qu'ils restent discrets, chezP&W, on ne sait jamais ! Tant mieux !

P&W au passage a déjà plus de cdes chez Airbus que chez Bombardier !

Bon, CFMI, doivent faire le forcing maintenant ... GECAS ... AF , pour répondre vite !

---------------- Dans tous les coins, de Flightglobal ici ! ---------

http://www.flightglobal.com/blogs/flightblogger/2011/03/exclusive-indigo-selects-pw110.html

IndiGo selects P&W to power up to 150 A320neos
Jon Ostrower/West Palm Beach

In a major coup for Pratt & Whitney's geared turbofan, A320neo launch customer, Indian low cost carrier IndiGo, is to announce it has selected the PW1100G to power up to 150 of the updated Airbus narrowbodies, say those familiar with the deal.

While the official announcement for 300 engines is expected as early as today, the win by the East Hartford-based engine maker comes on the heels of a hard-fought campaign to secure the right to provide 300 engines and associated service contracts to power what Airbus calls the "largest single firm order number for large jets in commercial aviation history".

IndiGo signed an 11 January memorandum of understanding with Airbus for up to 180 A320 aircraft, including 150 of the re-engined A320neo, making it the European airframer's launch customer for the new variant due for entry into service in 2016.

MIssing from the initial MoU was an engine selection, kicking off a fierce behind-the-scenes competition between the CFM International Leap-X and Pratt & Whitney PW1100G as both vied for the massive contract.

The selection represents the second win for Pratt & Whitney on the re-engined jet, having been chosen by International Lease Finance Corporation (ILFC) to power at least 60 of its 100 A320neo and A321neo aircraft.

The selection as launch customer also establishes the 208cm (81in) fan diameter PW1100G as the lead powerplant to fly first for Airbus's certification campaign.

JPRS

Intéressant tout ça...
Merci Beochien

Difficile de concilier "concept de papier" avec avion existant
J'ajoute en outre que le LeapX dérivant une partie de sa force du GenX, celui ayant du mal à atteindre ses objectifs (tout comme le T1000 d'ailleurs), ça n'incite pas à l’enthousiasme fou.
Celui qui ne répond que le GTF n'a pas non plus de références "en service" n'a pas tort
Mais si PW "vend" un certain conservatisme sur les parties chaudes, ça peut aider

Salut Poncho !

Ben gagner 15 % voire 17, sans une feuille blanche, personne ne sait vraiment le faire !
Et les évolutions sans révolution on voit ou ça mène parfois ...
Entre les nouveaux trent en CR qui posent qq PB !
Et les RB 282 et RB 285 remis à plat sans avoir vu le jour ...

C'est difficile pour tout le monde !

P&W, va expérimenter sa boite de réduction, de son côté !
Et GE fait chauffer comme le diable ses casseroles !
Le tout avec des nacelles qui deviennent de plus en plus importantes, en taille, comme en techno !!
Sans oublier les Fan, pour lesquels il va se jouer une sacrée partie, et le côté légal n'est pas le plus important !

Et pour les clients en ce moment, c'est $ Conso + Conso $ point !
On les comprend !

J'ajoute que le Cousin sur AWEB, ,à repéré un Tweet de Jon Ostrower, annonçant que les Chinois ont un oeil, avec l'aide de Bombardier, pour le GTF, monté sur le COMAC 919 ! Ils n'auront pas traîné , eux !

Ce n'est pas fini !


JPRS

Bonsoir !

Scott Hamilton de Leeham, invité chez P&W !

Intéressant ! A lire !
La part du 767 est intrigante !
Question, que prépare Airbus sur la survie du A330 ?? Ça commence à me gratter !

------------- Le lien , de Leeham ! plus à suivre -----------

http://leehamnews.wordpress.com/2011/03/31/indigo-selected-pw-gtf-for-neo/#more-4350

JPRS

Ouaip

Un 767 low cost et amélioré ... ça reste un 767 avoir moins de flexibilité qu'un 787 ou un A330 sur sa soute.
J'ajoute que les winglets sont d'autant plus efficace que l'étape est longue ... mais comme ils sont déjà dispo ce n'est pas vraiment une nouveauté en soi.
Je complète, l'aile du -400ER dispose de Wingrakes qui sont probablement plus efficaces...

Bonjour !

Au passage, Goodrich, grand gagnant avec P&W grâce au succès actuel des 320 NEO / GTF !

Goodrich à cessé d'être un critique du NEO depuis qq mois ... comme quoi charité bien ordonnée ... commence ....dés que la solidarité se dilue, et que le vent tourne !

Intéressant de voir qu'ils maîtrisent bien la part VAN, normal, l'expérience en cours sur le Série C oblige !
On se demande d'ailleurs comment ils pouvaient vraiment être mis en concurrence pour les nacelles du GTF sur le A320, sans prise de risque pour Airbus !

J'ajoute ... si c'est signé, les poids doivent être connus aussi !
Ça peut aider pour connaître la pesée finale !
Bien que je pense que ce n'est pas dans la politique de Airbus, de transmettre des signaux et données optimistes à Boeing, pour l'instant !
Profil bas de rigueur tant que le 797 n'est pas défini ! Ouarf !

http://www.goodrich.com/Goodrich/Enterprise/News/InFocus-Archive/Goodrich-Selected-to-Provide-Nacelle-System-for-Airbus-A320-Family-Re-engining

JPRS

PW cherche à placer du GTF et même du PW800 sur les avions Chinois
Dans la suite logique de la collaboration annoncée entre Comac et Bombardier.


http://www.flightglobal.com/articles/2011/04/04/355138/pw-pushes-pw1000g-as-c919-second-engine.html

Pratt & Whitney CEO David Hess says his company is in "on-going discussions" with Chinese airframer Comac to offer the PW1000G as a second western engine option on the 156-seat C919, as well as other powerplants for the 70-seat ARJ21 and new clean-sheet designs.
"We've had discussions with them about all three," says Hess, whose comments came at the engine-maker's 30 March media day. Comac is "very excited about a geared turbofan, they know where we are in development, they've seen the engine. In fact, we've had Comac people down here at test stands".
Hess says the initial selection of the [CFM International] Leap-X1C engine for the C919 has not ruled out the PW1000G: "Certainly their initial selection was Leap-X, they'll start a flight test programme with Leap-X, but they seem to be very interested in flying the next generation product family. Either on derivatives of the C919, the ARJ21 - they are studying possible applications for ARJ21 - and for and certainly clean sheet paper airplanes. They're very excited about it, we've got a good relationship with the Chinese."
The opportunity to offer a second engine option on the C919, which competes directly with the A320 and 737-800, would allow the Chinese to match European offering of next generation engines on its A320neo, which are both due for entry into service in 2016.
Additionally, Hess is encouraged by the newly formed partnership between Bombardier and Comac, potentially opening the door to offering the PW1000G on the C919 as it seeks to develop further commonality with Bombardier's CSeries, also powered by a variant of the geared turbofan.
The PW1524G, set to fly on Bombardier's CS100 in 2012 is currently in ground testing at P&W's West Palm Beach, Florida and Manitoba, Canada test facilities.
"We're not privy to the conversations between Comac and Bombardier, but clearly there could be opportunity for collaboration on all the platforms," says Hess. "I think it's a great idea, I think it will certainly give Bombardier access to the Chinese marketplace, and maybe some Chinese capital, and vice versa it will give the Chinese access to Bombardier's great technical and development capabilities.
For smaller aircraft, P&W currently offers the PW1200G for the 70 to 90-seat Mitsubishi Regional Jet, but either that engine or the PW800, a non-geared architecture with the PW1000G's core, would likely be available for the ARJ21, which P&W says would offer a 10% specific fuel consumption improvement over the General Electric CF34-10A engines currently offered on the Chinese regional jet.
"We feel pretty good that we're going to have good opportunities for Pratt in China going forward," he adds.

Enfin pour moi le PW800 n'est pas dans la classe du poussée du plus gros des CF34

Bonne lecture

Bonjour à tous

Motivé aujourd'hui

http://leehamnews.wordpress.com/2011/04/04/odds-and-ends-three-drivers-for-bombardier-pw-gtf-gains-momentum/

Last week’s announcement of Indigo Airlines selecting the PW P1000G Geared Turbo Fan for its 150 Airbus A320neo order follows on the heels of the ILFC order for the GTF for 60 A320neos.

Next up is Lufthansa, whose order could come as early as today. We believe PW is likely to get this one, too. If our hints are correct, the line-up then is:

Pratt & Whitney

Mitsubishi MRJ
Bombardier CSeries
Irkut MS-21
A320neo: ILFC, Indigo and Lufthansa
CFM International

COMAC C919
A320neo: offered but no orders yet
While Indigo’s A320 fleet is powered by International Aero Engines, perhaps giving PW an advantage in winning this order, CFM competed for the deal hard. The ILFC deal was a major, if partial, victory; PW won orders for 60 of the 100 A320s/321s ordered and ILFC continues discussions for the remaining 40. We would expect a lessor to split the engine order in the end.

Lufthansa will be a significant win, whether it be for PW (as our information suggests) or for CFM. Lufthansa uses CFM engines for its A320 fleet and IAE for the A321s. Lufthansa also ordered the Bombardier CSeries, equipped with the GTF.

From our information, the contest appears to be coming down to which company is offering the most aggressive maintenance support package. The GTF has a fuel burn advantage of 2%-4%, according to people who have seen the numbers of both companies. Price, maintenance and after-market support therefore will be the determining factors.

Update: It’s official: Lufthansa selected PW GTF. Here is the link to the press release.

Est-ce que je lis que le GTF a 2 à 4% de conso en moins que le LeapX sur l'A320NEO. Est-ce de la SFC ou d'un gain total pour un vol?
Est-ce confirmé par d'autres sources ?

Oui Poncho dans le buzz A.net

Le GTF est nettement au dessus du promis, mais P&W ne le signe pas pour l'instant !
En SFC, sais pas ... si ils incluent les écos de montée du VAN ... pas trop clair non plus !
les 16-18 % à la vista peut être pas trop loin après 2015 !
Ca n'a pas échappé aux prospects ..... visiblement !

Ils passeront les 20% pour 2020 probablement !
MTU , doit être fortement impliqué sur les prochains gains !

RR va devoir réviser de nouveau ses projets pour les MC ?? Autre Clean Sheet ??
Et CFM doit commencer à se gratter la tête !

JPRS

Bonsoir !

Ca va chauffer dur en restant plus froid ??(Et compresser) pour le P&W 1100 G!

On l'attendait un peu celle là, déjà dans le buzz depuis une semaine !
Les progrès cachés du GTF de P&W !
Vers les 16%, peut être mieux à mon avis, pour 2015, P&W se la jouent "Conservateurs" mais, ne pas oublier que c'est pour une EIS 2015, maintenant !

Les compressions à 50, de nouveaux matériaux pour la Turbine, un cooling réduit et plus efficace, etc !
Ils mettent le paquet chez P&W, et seulement pour le A320NEO, premier servi, pour les risques associés aussi d'ailleurs !
On est bien loin des premiers essais avec le coeur du PW 6000 !

Bien, je n'ai pas trop compris comment en compressant plus et en ventilant moins, ils baissent les températures ...m'enfin, eux ils doivent le savoir!

Manque plus que les décisions pour le fan ! Métal ou plastoc ??

Ça doit commencer à chauffer chez Boeing et chez CFMI !

-------------- Le Lien et l'Article de FlightGlobal --------------

John Croft, de Flight Global sur ce coup !Il nous donne les détails !

http://www.flightglobal.com/articles/2011/04/11/355430/pw-on-a320neo-more-pressure-less-cooling.html


P&W on A320neo: More pressure, less cooling
By John Croft

Pratt & Whitney plans to boost the overall pressure ratio of its PW1100G geared turbofan engine for the A320neo to approximately 50:1, up 11% from the 45:1 ratio for the PW1524G for the Bombardier CSeries, while further cutting the amount of parasitic cooling air for the turbines compared to the baseline CSeries engine.

Combined with an 206cm (81in) fan size, the pressure hike and reduced cooling air are key ingredients that will yield a 16% decrease in fuel burn for the PW1100G compared to a legacy CFM56-5B-powered A320, says the engine maker.

P&W is currently in the preliminary design phase for the turbofan, the third family member for the geared engine after the Bombardier CSeries, Mitsubishi Regional Jet and Irkut MS-21. P&W next-generation product family vice-president Bob Saia says the neo programme will be fully staffed early next year, with first engine to test (FETT) by the end of 2012.

Airbus has received 332 firm orders and commitments for the A320neo and A321neo to date, with P&W winning 240 airframes with the PW1100G over rival CFM's Leap-X offering. Engine options for the remaining 92 orders have not been announced.

Unlike the previous engines, the PW1100G is not a direct scale-up of the core. "It's scaled with technology insertion," says Paul Adams, P&W senior vice president of engineering.

From a design standpoint, the additional pressure increase over the 1524G will come from the low pressure compressor (LPC), which will act like a supercharger for the neo, says Adams. In order to keep temperatures in check at the two stage high-pressure turbine (HPT), P&W is developing new single-crystal nickel airfoil blades, disk alloys and thermal barrier coatings as well as casting techniques for better cooling, some of which were developed for the CSeries and refined for neo.

Adams says another advantage of the gearing system, beyond a boost to propulsive efficiency, is that it allows P&W to run "substantially cooler" than its competitors at the combustor exit. The lower exit temperature, combined with the better cooling techniques and technologies for the turbine section, means the PW1100G will require 5% less turbine cooling air from the compressor compared to the PW1524G, which itself requires 20% less cooling air "than we have historically used", says Adams.

P&W is working with Portland, Oregon-based Precision Castparts to develop the casting technologies and subsidiary HMI Metal Powders for the new turbine alloy disks.

JPRS

Bonjour !

Gregory Polek de AIN, reporte sur le P&W GTF, du 15 Avril ! !


Pas vraiment négatif pour le 737 , Dixit P&W qui n'est pas vraiment en pôle position, ça marcherait quand même malgré 10-12 pouces de réduction de diamètre ! Hum ...

A lire pour les curieux !

http://www.ainonline.com/news/single-news-page/article/pratt-and-whitney-flying-high-on-purepower-momentum-29312/?no_cache=1

JPRS

Bonjour à tous

Le premier PW1217G a été assemblé
Direction les essais maintenant

Bonne journée

http://www.ainonline.com/news/single-news-page/article/pratt-finishes-first-mrj-engine-29380/?no_cache=1

Pratt & Whitney completed assembly of the first PurePower PW1217G engine to test for the Mitsubishi Regional Jet (MRJ), the company announced in late March. The engine manufacturer planned to send the engine, rated at 17,000 pounds of thrust, to its West Palm Beach, Fla. facility to start testing last month. Pratt & Whitney held the so-called MRJ “last bolt ceremony” at its Middletown Engine Center in Connecticut on March 24. The company plans to run a total of eight test engines over the next 24 months. Developers expect it to enter service in 2014.

Bonjour !

Le GTF dans tous ses états ...

C'est comme le 320-NEO, tout le monde y va avec son article ! Ici Aspire, en Update 1 !
Vu par le cousin Aussi sur A.web!
De bonnes indications côtés poids des réducteurs et des gains côté compresseurs!
Une petite surprise, le fan toujours pas défini, et il y a peu de différence entre métal et plastoc, j'attendais plus !

---------------- Le lien et un extrait "Updated" de Aspire, le final ! C'est long et ,intéressant -------

http://www.aspireaviation.com/2011/05/10/pw-purepower-engine-vs-cfm-leap-x/

10May
Special Report: The engine battle heats up (Update1)

Growth potential & Conclusion
Growth potential for the P&W GTF engines is bright, Aspire Aviation
believes. The gear ratio of Pratt & Whitney (P&W)’s PurePower
geared turbofan (GTF) can be easily raised from 3:1 to 5:1 to
significantly improve fuel burn, implying the low pressure turbine (LPT)
can eventually run at 5 times faster than the engine fan does.
Furthermore, Pratt & Whitney (P&W) could utilise the emerging
ceramic matrix composite (CMC) technology when it is ready and mature
enough to be brought into the market, which further reduces fuel burn in
addition to the fuel burn reduction brought by the gearbox.
Unfortunately, Aspire Aviation is unable to understand the materials used in the fan blades and fan discs on the P&W PurePower engine at press time.
Make no mistake, there is unquestionably growth potential on the CFM International Leap-X engine, though Aspire Aviation is concerned this growth potential may be limited as it stretches the limit of the conventional engine architecture.
On the other hand, both engines are undoubtedly going to sell,
particularly if Air France orders the Airbus A320 neo following its
evaluation which is currently underway, the largest European carrier by
market value is very possible, if not certain, to order the CFM
International Leap-X engines for its re-engined aircraft.
In conclusion, Aspire Aviation believes P&W’s PurePower
GTF engine delivers more direct operational saving and delivers a
significant maintenance cost saving versus the CFM Leap-X engines.
Though both engines will nevertheless have a bright future as Boeing
mulls its options in whether to re-engine its best-selling 737NG
(Next-Generation) or launch a new airplane altogether (“Boeing faces important strategic decisions on 737X“,
21st Mar 11), by which time the “second-generation” CFM Leap-X or
P&W PurePower GTF engine will deliver even more game-changing
economics than the early engines. For the time being, however, a looming
fierce engine battle is about to begin.
———
Here are the highlights of points made by Pratt & Whitney
(P&W) vice president (VP) Next Generation Product Family Bob Saia,
on a webinar on 11th May:
- 3000 tonnes less CO2
- 50% reduction in audible noise, 75% less noise footprint
- no limitation on fan drive gear system
- with time, 100,000 lbs category
- 250 hours of PW1524G FETT
- no special oil required for gearbox, fan drive gear system
- we actually have parts to show airline the integrity of the engine
- we’ve taken airlines from very skeptical, neutral and very favorable
- the gearbox It’s removable on wing
- the gear system adds 300 lbs, the engine is about 10%
shorter, we’ve a very significant weight reduction on low-pressure,
probably by 600 lbs
- the gear engine would be 5% lighter
- fan blades: we’ve actually played a competition between metallic and composite blades- fan blades: metal chemistry, lightweight hollow metallic fan
blades, titanium leading edge, 1/10 lb within a composite blade- aerodynamically, the metallic blade is significantly better
- the turbine discs are made from conventional material
- all-new, high-technology core
- low-compressor is at higher speed
- we can distribute work efficiently
- because of propulsive efficiency, we don’t have to try to
have significant impact on serviceability [by going to higher
temperature]
- we’ve a roadmap – lightweight materials, gear ratio above
3:1, composite technology, boost fuel efficiency 1% per year, introduce
improvement package
- We are confident that we have enough runway to bring further improvement with fundamental architecture of #PW1000G engine
- P&W is developing CMC, the difficulty is affordable, CMC are very expensive, another one is repairability

---------------- Et ----------------

Bien, et Airinsight pas en reste non plus ! Vu par Lequebecois !
Et reçu cette nuit :

http://airinsight.com/2011/05/11/an-update-on-the-pratt-whitney-gtf/?utm_source=feedburner&utm_medium=email&utm_campaign=Feed%3A+Airinsight+%28AirInsight%29&utm_content=Yahoo!+Mail

JPRS

Bonjour !

Annoncé, le retour vers P&W et MTU, et pour les développements du GTF :
Les 3 Cies Jap IHI, MHI, et KHI ! Ca a l'air de se faire !
Ce sont les Cies Jap, présentes dans le groupement IAE , du V2500
Note : Pas vu de ventes de V2500, pour l' A320 cette année !

http://news.yahoo.com/s/nm/20110619/bs_nm/us_mitsubishi_heavy_ihi_kawasaki

JPRS

Bonjour à tous

Pratt & Whitney's Bombardier CSeries PW1524G turbofan has completed its first flight on the company's Mirabel, Canada-based Boeing 747SP testbed. Bob Saia, P&W vice-president, Next Generation Product Family, said the flight lasted for roughly 2h, focusing on normal take-offs, go-arounds and low-level manoeuvring.
P&W is planning for about 50h of flight tests of s/n 802 this summer, adding to the 60h of ground testing already completed. The campaign will be followed by a second round of flight tests with an updated engine (s/n 804), now being built. The first engine to test (s/n 803), which completed 250h of ground testing, most recently at the company's natural icing facility in Manitoba, is now being disassembled and analysed.
Paul Adams, P&W senior vice-president of engineering, said results of the tear down are "consistent with the excellent durability" findings to date. He said the effort will be complete in about two weeks. P&W is also 90h into a 500h endurance test of PW1524G's fan drive gear system in a special test rig at the company's headquarters in Connecticut.
Adams says production prototype engine s/n 804 (the second flight-test engine) has "minor tweaks" to a couple of stages in the eight-stage high pressure compressor based on analysis efforts.
Flight testing by Bombardier on a CSeries aircraft is set for the second half of 2012, as is engine certification. CSeries entry into service is expected in 2014.

http://www.flightglobal.com/articles/2011/06/21/358523/paris-cseries-geared-turbofan-takes-off.html

Premier vol pour le PW1524G sur le banc d'essai volant de PW

Plus d'autres essais... en cours

Bonjour !

C'était annoncé, et ça fini par se formaliser !

L'alliance des 3 "Jap" du V2500 IAE, le "JAEC" se reforme autour du Pratt & Whitney GTF !

Pour Airbus seulement ... hum ?
Pas trop documenté, à suivre voir si on trouve des confirmations et les % un jour ! !

http://search.japantimes.co.jp/cgi-bin/nb20110723a3.html

Rappel :
http://www.ainonline.com/airshow-convention-news/farnborough-air-show/single-publication-story/article/paris-2011-gtf-pratt-amp-whitney-geared-turbofan-cconsortium-to-be-formedin-the-works-30201/

JPRS

Bonsoir à tous
Un long point sur les Purepower

http://www.aviationweek.com/aw/generic/story_generic.jsp?channel=awst&id=news/awst/2011/08/22/AW_08_22_2011_p40-360124.xml&headline=Smooth%20Start%20For%20GTF%20Flight%20Tests&prev=10

QQ extraits

We’ve validated the performance, mostly of the geared architecture,” the Pratt vice president reports as his development team completed its 136th hr. of actual run time on Aug. 10 of the X802 engine, one of eight to be used to achieve certification by the fourth quarter of 2012. The 24,000-lb.-thrust engine will power the 110-130-seat Bombardier CSeries, a regional jet that is as important to the Canadian manufacturer’s future in manufacturing as the engine is to Pratt.

Pratt expects to wrap up its first set of flight tests on the initial GTF—X802—by the end of August and to step into the next phase of development using a production-standard engine—X805—in the first quarter of 2012. The tests are being conducted from Montreal-Mirabel International Airport.

PW1524G testing began last September and is expected to consume four development and four production engines by the time Pratt achieves certification of the engine for the CSeries in the fourth quarter of 2012.

The flight series, using a Boeing 747SP testbed, began in June with verification and calibration tests of the 1,000 sensors running from the engine through the pylon and wing into banks of control computers in the cavernous back of the aircraft. For scheduling reasons, the true on-wing performance tests of X802 did not start until mid-July and have proceeded on a three-flights-per-week clip ever since, with only weather interruptions. In the days remaining until the first session wraps up, the 747SP is expected to complete 20 total flights and provide more than 60 hr. of actual engine run time.

The engine’s basic performance characteristics have been evaluated at altitudes up to 41,000 ft.

The 1524G is the vanguard of the effort, but the initial PW1200G in the Mitsubishi MRJ regional jet development series has accumulated its first 150 hr. on a test stand at Pratt’s West Palm Beach, Fla., flight development center.

“The new high-energy core is operating well,” Saia says. “We’re within tenths [of a degree] of the [baseline] architecture and we’re not finding any cause for major redesigns.” X802 tests include generating thrust 20% above takeoff power while running the engine at 105% of red line.

So far, the PW1524G is using a standard production Good­rich nacelle and thrust reverser. But the two companies are working in an “unprecedented” way to maximize integration of a nacelle, thrust reverser and variable-area-fan nozzle from Good­rich with Pratt’s engine to suit Bombardier’s needs, Saia says. The first combined production unit will fly in the second quarter of 2012.

Once X802’s Mirabel tests finish, the engine will return to West Palm Beach for ground testing to correlate data collected in the air. With this baseline data in hand, Pratt will take advantage of Florida’s long summer for a series of “shake-and-bake” cyclic endurance tests.

Que dire de plus ?
En tout cas du pain sur la planche !

Bonsoir !

Je retiens surtout le VAN, qui m'intrigue ps mal ...un élément indispensable en trés haute dilution ???
Efficace, ou une simple mode .. les % de gains... hum ça reste à vérifir quand même !
Mon impression est plutôt positive, le VAN contribue certainement à une optimisation des double flux en High By Pass, Et plus effectif sur les cycles courts ...des MC !
Ca m'étonnerait que GE/ Safran, ne soient pas sur ce coup avec leurs nacellistes !
Et RR aussi quand ils reviendront sur les MC !

Reste à voir le coût côté poids, sujet délicat !

JPRS

Salut Beochien


http://www.flightglobal.com/channels/mro/articles/2011/02/23/353585/pw-readies-for-cseries-third-knob-engine-testing.html

In the "open" or widest position, the VAN protects against fan resonance, or flutter, on takeoff and reverse-thrust operations. In the closed position in cruise flight, the device is designed to cut fuel consumption by 2%; and in an intermediate position, it can in theory boost "time-to-climb" performance or cut noise, key metrics airlines must consider when operating 500nm stage length aircraft like the CSeries.
"It's a 'third knob' on an engine," says Alan Epstein, P&W's vice-president of technology and environment. "Previously we had controls for fuel flow and the variable vanes on the compressor. The GTF control system can adjust the nozzle as well".
While turbofans typically use a relatively simple fixed exit nacelle, the physics of the GTF's slow-turning, large bypass fan require the nacelle's exit to be relatively large to ensure that back-pressure does not subject the fan to potential flutter conditions at takeoff and during reverse-thrusting.
The same large-area nozzle needed to meet the high power flutter margin criteria however is inefficient for the reduced power operations at cruise, where a narrower nozzle is desired to slow the flow through the engine for optimal fan performance, hence best fuel burn.

C'est un effet secondaire de l'architecture qui est "détourné" pour être aussi utile dans l'optimisation de cette même architecture

Merci Poncho !
Je l'avais vu en son temps ! Merci de le rappeler !
Vendu par ses pères, c'est bien !

Les 2% d'écos si c'est en cruise, c'est trés bien ... c'est une part des 16% d'écos revendiqués !
Si ça ne marche qu'en dilution 12 c'est dommage pour les autres !
Si le LeapX (Ou tout autre, en dilution 10, peut gagner , disons 1,5% en appliquant le VAN, c'est à voir ???
Et une apply pour les gros moteurs des LC, serait à vérifier un jour !
Restent les possibles brevets ...
Je resterai prudent quand même jusqu'aux essais sur l'avion ...
Si tout est positif, juste attendre le rush !

JPRS

Beochien, le PW1524G est déjà en essais en vol
D'après le discours officiels ils auraient des marges d'optimisation... à voir s'ils les affectent à la durée de vie moteur ou à la conso

Oui Poncho,
Je pense quand même attendre de le voir en configuration, sur l'avion, Bombardier, et NEO !
Effectivement il reste surtout des marges de T° assez importantes, plus les Tweakings habituels à espérer !
C'est pour celà que l'on parle des quasi 20 % atteignables vers 2020 ...
Reste à voir si c'est faisable sans trop réformer l'architecture ...

Hou Hou les CMC "Turbine" , qui réclament de trés profondes réformes (Tout le circuit d'air de refroidissement des aubes) Et je pense au LeapX, jusqu'au cou, dans ce PB, juste mon idée !

JPRS

Bonjour à tous

Tout baigne ?

http://airinsight.com/2011/09/08/pratt-whitneys-bob-saia-and-pws-growing-confidence/

On a visit to P&W in Hartford on September 8 2011, we noticed something compared to previous visits. Everyone has a bounce in their step. This company has its mojo back. The GTF is working as well as, maybe better, than even they expected. The outcome caps a 25 year R&D effort and its impact within the firm is simply momentous. Talk of scaling the GTF technology to bigger engines is open talk. The difference in core size from the MRJ engine to CS engine is one inch – and to neo is another half inch. The clever things P&W has accomplished on the core will be detailed in a f0llow up post.
We got to visit the plant where the engines are built and we saw a tear down engine from flight test. It looks new – there are still original machining marks on the parts – even after hammering the engine during tests. The P&W team’s confidence is not hubris – they point to the parts and smile. There lots of smiles at P&W. The P&W tag line for the GTF is “This changes everything”. They’re not kidding – it does

Et c'est parti pour les fortes puissances ?