Pratt & Whitney Les nouveaux GTF "Purepower"

The advanced Spiral 1 vehicles offer up to a 15% reduction in ramp weight, up to a 24%
reduction in block fuel consumption, up to a 73% reduction in block NO X (block fuel and NOX compared
fora 3250 nm mission), and up to a 58% reduction in NO X emission per landing-takeoff cycle.

Beochien a écrit:Merci Poncho !

Oui, il semble que les différences ne sont (Seront) pas énormes !

RR va aller avec le 2 arbres (seul ou avec IAE) dans cette catégorie dixit Sévrien !
Les non GTF iront dans la réalité, plutôt vers les dilutions 9-10 !
Je pense qu'à l'arrivée, tout le monde arrivera au résultat quasi obligatoire de 15-16 % d'écos avec qq différences de techno !
GE va chauffer au max comme d'hab !
RR on ne sait pas trop, mais les deux auront recours à toutes les solutions en développement pour optimiser !
Swept fan, aubes compresseurs, trés travaillées pour RR et CFMI !
Nouveaux matériaux (??) au maximum, dans les parties chaudes pour GE, probablement plus conservateur chez RR !
Et P&W, avec MTU, qui devrait prendre moins de risque côté chaud que RR et GE !
Vu que leurs risques, P&W ils les prendront côté réducteur !

Je pense que les 3 solutions (2 seront retenues par Airbus), vont déboucher sur les mêmes SFC, 15% demandés, donc quasi obligation de résultats !

Le reste se jouera sur les poids, les dimensions et les intégrations, et .... la fiabilité supposée (Par les airframers et airliners) des solutions proposées !

Perso je ne vois pas RR en avance, surtout dans les 20-30 000 lbs,(Pas de démonstrateur), ils risquent beaucoup à trop attendre !

Je vois assez mal le 737 avec le GTF, mais sûr avec le LeapX, et pourquoi pas un RR RB282 pur jus ?

Côté A320 séries, le LeapX est le plus sûr de finir sous l'aile, ils se frisent les moustaches !
Après, ça va dépendre des accords IAE entre P&W et RR, s'ils y arrivent !
Et de si J Leahy arrive à maintenir ses exigences, en cas d'éclatement de l'alliance !

Comme je l'ai pronostiqué ailleurs, côté 20-30 000 lb !

Grand gagnant (Commercial) pour les remotorisations, CFMI ! Avec A et B assurés, et en plus COMAC !

A risque P&W, dans l' IAE, une 2eme chance chez Airbus, hors IAE, et les C séries et le MS21 assurés!

RR, en retard dans ses choix, et à risque aussi dans l'IAE ! Pas de client de lancement, une bonne chance sur le 737, en 2nd motoriste quasi obligatoire pour Boeing, mais peut être seulement vers 2016-17, en 2eme chance, sur le A320 également, plus tard et éventuellement hors IAE, une fois J Leahy calmé (Juste mon avis)!

2-3 mois de patience, on en saura plus!

JPRS

Based on core testing results to date, Pratt & Whitney Canada says its PW800 engine is "ready today" for 10,000-20,000lb-thrust (44-89kN) class business jet projects rumoured to be on the horizon.
The company has logged more than 25h of temperature, pressure and stress testing on a highly instrumented core at its Longeuil, Quebec facility since December. The test is expected to continue until mid-year.
The axial flow core consists of an eight-stage high-pressure compressor developed jointly with MTU Aero Engines, combustors that use the company's Talon-X technology to reduce nitrogen oxide emissions, and a two-stage high pressure turbine at the exit. Wrapped around the core will be a titanium fan at the front end and an MTU-built low-pressure turbine at the rear.

Although the now-stalled Cessna Columbus was to be the launch application for the PW800 family, P&WC continued core engine development after Cessna put the project on hold in 2009 as the core is common to its PurePower PW1000G geared turbofan engines, selected for the Bombardier CSeries small airliner and Mitsubishi MRJ regional jet projects. The company is developing two core sizes, a larger version for the 20,000-24,000lb-thrust CSeries application, and a smaller core for the 15,000-17,000lb-thrust MRJ and PW800 family.
The axial flow core represents a shift from P&WC business jet programmes to date, which have used a highly efficient centrifugal impellor at the exit of the HPC, a choice that generally limits engine thrust to about 12,000lb, however.

Pratt & Whitney Advanced Core Testing Validates Performance Goals for PurePower(R) Engine Family

EAST HARTFORD, Conn., May 17, 2010 – Pratt & Whitney has completed more than 100 hours of testing on its full-scale PurePower engine core, successfully validating performance goals of its new generation of commercial jet engines and demonstrating excellent starting and operability characteristics. The PurePower family of engines is designed to power the next generation of passenger aircraft, including narrow-body jets, regional aircraft and large business jets. Pratt & Whitney is a United Technologies Corp. (NYSE:UTX) company.
The results of the PurePower core testing further confirm that the first PW1000G engine to test is on target for later this summer for the Bombardier CSeries* single-aisle aircraft, followed by the first engine to test for the Mitsubishi Regional Jet. The results also validate the performance of the PurePower PW800 engine for the next generation of large business jets.
“We are extremely pleased with the core test results indicating that the overall engine performance is well aligned with expectations,” said Paul Adams, Pratt & Whitney senior vice president, Engineering. “These results position us to execute the development of our Next Generation Product Family flawlessly.”
The PurePower family of engines shares a common, advanced core across the models and feature flight proven, next-generation technology. The engine core consists of an ultra-efficient high-pressure compressor, a low-emissions combustor, and an all new high-pressure turbine. The testing program is evaluating engine performance, operability and structural design characteristics of these key modules.
“The PurePower core, when combined with our lightweight, low-speed propulsor technologies, enables Pratt & Whitney to deliver world class levels of fuel burn, noise, and emissions at lower turbine temperatures and pressures with fewer compressor and turbine stages,” said Bob Saia, Pratt & Whitney vice president, Next Generation Product Family. “These characteristics ultimately result in significant operating cost advantages to our customers.”
The PurePower PW1000G engine features an advanced gear system that allows the engine’s fan to operate at a slower speed than the low-pressure compressor and turbine. The combination of the gear system and all-new advanced core delivers double-digit improvements in fuel efficiency and emissions with a 50-percent reduction in noise over today’s engines.
The PurePower PW800 engine, which is targeted to power the next generation of large business jets, is a 10,000- to 20,000-pound thrust turbofan that has double-digit improvements in fuel burn, environmental emissions, engine noise and operating costs. The PW800 incorporates an advanced technology fan, optimized for performance and noise; a next generation low-emissions combustor and an advanced digital engine control with integrated health monitoring.
In addition to the core testing, Pratt & Whitney has performed critical module-level testing for the PurePower engine program, including: fan drive gear system testing with simulations of more than 40,000 takeoffs and landings; hundreds of hours of testing on the high-pressure compressor with the advanced design meeting or exceeding efficiency and operability goals; nearly 200 hours of testing on the low-pressure compressor verifying low-spool high-speed performance; and extensive fan module testing with 300 pieces of instrumentation that verified performance, operability and acoustics of the low speed fan.
The PurePower PW1000G engine has been selected as exclusive power for the Bombardier CSeries* aircraft scheduled to enter service in 2013 and the Mitsubishi Regional Jet scheduled to enter service in 2014. The PW1000G was also recently selected to power the proposed new Irkut MC-21 narrow-body jet scheduled to enter service in 2016. The PurePower PW800 engine is targeted to power the next generation of large business jets.
Pratt & Whitney is a world leader in the design, manufacture and service of aircraft engines, space propulsion systems and industrial gas turbines. United Technologies, based in Hartford, Conn., is a diversified company providing high technology products and services to the global aerospace and building industries.
This release includes "forward-looking statements" concerning new products and anticipated future revenues. These matters are subject to potential risks and uncertainties. Important factors that could cause actual results to differ materially from those anticipated or implied in forward looking statements include the health of the global economy and strength of end market demand in the commercial aerospace industry; challenges in the design, development, production and support of advanced technologies and new products and services; and delays and disruption in delivery of materials and services from suppliers. For information identifying other important economic, political, regulatory, technological, competitive and other uncertainties, see UTC's 10-K and 10-Q Reports submitted to the U.S. Securities and Exchange Commission, including the information under the headings "Business," "Risk Factors," "Management's Discussion and Analysis of Financial Condition and Results of Operations" and "Cautionary Note Concerning Factors that May Affect Future Results," as well as the information included in UTC's Current Reports on Form 8-K.

Removing stages also allows P&W to make the engine shorter, therefore moving its center of gravity forward and allowing airframe designers to position it closer to the wing. That relieves stress from the wing, in turn allowing for the use of a lighter airfoil.