Pratt et Withney

With Boeing choosing to proceed with a re-engine for the 737, Pratt & Whitney is out of luck. The exclusive supplier contract between Boeing and CFM means CFM retains the re-engining rights to the airplane.
Last March, Mike Bair, VP for future programs for the 737, told us the contract with CFM did allow for the prospect of switching engines. A competing engine had to have better economics and the commercial terms had to be better than the technical details and commercial terms offered by CFM, which had the right to match or exceed those offered by a competitor. Boeing’s assessment of the CFM LEAP, PW P1000G Geared Turbo Fan and the Rolls-Royce RB282/285 were that economics were about equal. Naturally Bair would not comment on commercial terms.
That CFM is the engine choice for the 737 MAX is no surprise; it was theirs to lose. PW all along figured it had little chance of participating in a re-engine scenario and RR bowed out of this game a year April with Boeing or Airbus.
But for Pratt, the market realities don’t end there.
Boeing and GE have an exclusive supplier’s agreement for the 777-300ER (and the 777-200LR) which likely precludes the prospect of PW developing an engine for the 777X. Indeed, the discussion we hear both through our own sources and through others with their own sources is that Boeing is talking with GE about a variant of the GEnx that powers the 787 and 747-8. The engine would have to be upsized to the 100,000-110,000 lb thrust class. PW’s GTF can grow to 110,000 lbs but if Boeing and GE are married, then what about Airbus?
We thought the prospect of a GTF for the A350 family, particularly for the A350-1000, might be a good alternative engine to the RR Trent XWB under development. But with Airbus and RR announcing an exclusive supplier agreement for the A350-1000 at the Paris Air Show, kiss this opportunity good bye.
Can PW develop an engine for the A350-800/900 which doesn’t appear to be covered by an exclusive agreement? Certainly, in theory. But not for some time. PW said it’s not interested in a large-class engine for many years, concentrating instead on the A320neo family.
So what’s left?
A real long-shot might be a prospective re-engine of the A330, which is aging. Although the A330 got a second life as a result of the 787 delays and has proved to be a remarkably resilient and efficient aircraft—particularly with Airbus extending the range of the A330-200 to as much as 7,200nm—Boeing is planning a 787-10 derivative aimed squarely at the A330-300 and counting on once the 787 finally enters service, the life of the A330-200 will be limited.
The CEO of AirAsia is pressing Airbus to re-engine the A330. So far, at least in public, there is no interest from Airbus—but Airbus also downplayed the prospect of re-engining the A320 for two years.
A re-engined A330 with a GTF is an interesting prospect, as this column as written before. The A330 is larger than the 787 and can carry more passengers and cargo. If Airbus could shave 10%-12% off the fuel burn—and thereby extend the range of the -200 and the -300 by another 500nm (roughly the amount the neo adds to the baseline A320), this would be an interesting airplane indeed.
And it would be the only realistic new opportunity for PW to extend its GTF technology beyond the 70-200 seat markets any time in the foreseeable future.

Long-time International Aero Engines partner Japan Aero Engines Corp. (JAEC) has signed on with Pratt & Whitney for a 23% risk-revenue share of the PW1100G engine that will power the Airbus A320NEO, and MTU Aero Engines is increasing its stake in the program to 18%. To mark the collaboration agreement with JAEC and MTU, which will have a combined 41% stake, Pratt is renaming the engine the PW1100G-JM.

MTU, which also is a partner in the IAE V2500 engine with Pratt, JAEC and Rolls-Royce, will retain its 15% share on two of the other geared turbofan (GTF) programs, the PW1200G, which will power the Mitsubishi Regional Jet, and the PW1400G for the Irkut MC-21. But according to MTU, its previously agreed 15% share on the PW1500G engine for the Bombardier CSeries will increase to 17%.

MTU will be responsible for the PW1100G-JM’s low-pressure turbine and the first four stages of the high-pressure compressor (HPC), brush seals and a part of the HPC nickel blisks, MTU says. The company also will be responsible for final assembly of up to one-third of the engines. An MTU official says it still is not clear where the engines will be assembled, but most likely in Munich or Hannover.

The program work share has been the subject of lengthy negotiations that were originally expected to have been completed by the Paris Air Show in June. MTU was ultimately successful in securing more work.

JAEC, which also has a 23% share in the IAE V2500 program, will be responsible for the PW1100G-JM’s fan, low-pressure compressor and combustor/diffusor, Pratt says. JAEC is a consortium of Japanese companies IHI Corp., Kawasaki Heavy Industries, Ltd., and Mitsubishi Heavy Industries, Ltd.

PRATT & WHITNEY AND ROLLS-ROYCE ANNOUNCE RESTRUCTURING OF IAE COLLABORATION AND NEW PARTNERSHIP TO DEVELOP NEXT GENERATION ENGINES
FOR MID-SIZE AIRCRAFT

• Pratt & Whitney to purchase Rolls-Royce share of International Aero Engines

• New joint venture with Pratt & Whitney and Rolls-Royce to develop new engines for future generation mid-size aircraft

1. Rolls-Royce and Pratt & Whitney restructure IAE participation

EAST HARTFORD, Conn. – Oct. 12, 2011 - Pratt & Whitney, a United Technologies Corp. (NYSE:UTX) company, and Rolls-Royce, the global power systems company, are pleased to announce a restructure of their participation in IAE International Aero Engines AG (IAE), which produces the V2500 engine for the A320 family of aircraft.

Under the terms of the agreement, Rolls-Royce will sell its equity and program shares in IAE to Pratt & Whitney for $1.5 billion. Pratt & Whitney intends to discuss a possible offer of a portion of these shares with its IAE partners MTU Aero Engines AG (MTU) and Japanese Aero Engines Corporation (JAEC). In addition, Rolls-Royce shall receive an agreed payment for each hour flown by the current installed fleet of V2500-powered aircraft for fifteen years from completion of the transaction.
Under the continuing leadership of Pratt & Whitney, JAEC and MTU, IAE will continue to deliver the same high-quality product and customer support without interruption. Rolls-Royce remains committed to IAE and its customers and will continue to be responsible for the manufacture of high-pressure compressors, fan blades and discs as well as the provision of engineering support and final assembly of 50 percent of V2500 engines.

Since its creation almost thirty years ago IAE has become a major force in international aviation with approximately 4,500 V2500 engines in service and approximately 2,000 on order.

2. New Joint Venture

Pratt & Whitney and Rolls-Royce also announced an agreement to form a new partnership to power future mid-size aircraft (120 – 230 passenger aircraft). The two companies will establish a joint venture company, in which each will hold an equal share, to develop new engines for the next generation of aircraft that will replace the existing mid-size fleet. The new venture will draw on the most-advanced technology from two world-class companies to drive enhanced performance for this fast-growing segment in which worldwide demand for around 20,000 new aircraft (or nearly 45,000 engines) is predicted over the next 20 years.

This new joint venture will focus on high-bypass ratio geared turbofan™ technology. In addition, the venture will collaborate on future studies for next generation propulsion systems, including advanced geared engines, open rotor technology and other advanced configurations.

The new collaboration brings together complementary technological resources and is designed to offer the best, most competitive response to customer demand for the next generation powerplant in the mid-size segment. The collaboration could bring about significant value for customers, as both parties are able to benefit from each other’s strengths.

The new joint venture between Pratt & Whitney and Rolls-Royce also benefits from the success of the V2500 and the PurePower® engine in establishing a broad customer base. It builds on the long-standing and successful partnership between Pratt & Whitney and Rolls-Royce in the mid-size segment. JAEC and MTU, partners of IAE and the PurePower® PW1100G-JM (Geared Turbofan™) engine program for the Airbus A320 New Engine Option (neo), also intend to join the new collaboration.

“Today’s announcement charts a clear course for the future of Rolls-Royce in the important mid-size aircraft segment,” said Mark King, president, Civil Aerospace, Rolls-Royce. “We are building on many years of successful collaboration with Pratt & Whitney in this segment to develop advanced aero engines, which we are confident will set new standards in aviation technology, performance and fuel efficiency.”

“These agreements position Pratt & Whitney, JAEC, MTU and IAE to best serve the needs of their customers for all A320 aircraft family,” said Todd Kallman, president, Commercial Engines & Global Services, Pratt & Whitney. “We are delighted to collaborate with Rolls-Royce with its complementary capabilities as we look forward to the next generation of aircraft engines that will offer even greater operational and environmental benefits.”

In addition, Rolls-Royce will make a modest financial investment in the PurePower® PW1100G-JM (Geared Turbofan™) engine for the Airbus A320 New Engine Option (neo) program.

The transactions announced in this release are subject to various closing conditions, including regulatory approvals.

Rolls-Royce is joining forces with Pratt & Whitney to apply geared turbofan (GTF) technology on next-generation engines, but the core of the UK-based manufacturer's long-term development strategy remains intact, a senior executive told Flightglobal.

Work will continue on R-R's three next-generation engine concepts - the two-spool Advance2 for the mid-size aircraft sector, the three-spool Advance3 for large aircraft and the open rotor engine, said Mark King, president of R-R civil aerospace.

The GTF technology, which P&W has pioneered with the PW1000 engine series, now becomes a key piece in R-R's development strategy.

Next generation engines will demand ultra-high bypass ratios and large fan diameters, King said. As fans increase in size, it becomes more efficient to slow the rotation of the fan in relation to the low-pressure turbine spool. Indeed, R-R's strategy may come to depend on gear technology for the Advance2 and open rotor engines to achieve their efficiency goals.

"I don't see this [joint venture] as a major change of strategy," King said. "I think I see it as a natural extension of our strategy and an elegant solution."

But relations between the two engine rivals on P&W's GTF strategy have not always been so cozy.

In May, R-R lost a lawsuit accusing P&W of stealing fan blade technology for the PW1000 series. R-R executives also have not been shy about criticising the strategy embraced by P&W, Airbus and - more recently - Boeing to re-engine the narrowbody fleet rather than shift to a clean-sheet design.

King said that R-R's criticisms were focused on a particular application - not against the value of the GTF technology.

"You've not heard me discounting the geared turbofan strategy," King said. "I have always said I like our partnership with Pratt & Whitney, and I have always said I would like to find ways to work with Pratt & Whitney in the future."

The two members of the joint venture have not decided on the division of manufacturing roles for next generation engines, King said.

Separately, R-R and P&W have agreed to restructure the International Aero Engines consortium, which makes the V2500 turbofan for the Airbus A320. P&W will pay R-R $1.5 billion for its equity stake and make payments to R-R for 15 years based on the number of hours flown by the installed base.

That agreement means P&W is the majority owner of V2500 engines for A320 and PW1100G for the A320neo.

It is an arrangement that "provides a common interface across the new members of the A320 family", King said.

* Pratt versera $1,5 md à Rolls-Royce pour sa part dans IAE
* Désaccords stratégiques entre les deux groupes
* L'action Rolls-Royce à ses plus hauts

Pratt & Whitney a dit mercredi qu'il consacrerait 1,5 milliard de dollars à racheter la part de Rolls-Royce RR.L dans le consortium International Aero Engines, qui construit les moteurs équipant les Airbus A320

Cette décision est le résultat d'un désaccord stratégique entre Pratt &
Whitney et Rolls-Royce. Le motoriste américain a jeté son dévolu sur un
nouveau moteur appelé Geard Turbofan.

Les deux motoristes ont également déclaré qu'il formerait un partenariat pour concevoir des
moteurs destinés aux avions qui remplaceront les nouvelles versions des
Airbus A320 (A320neo) et Boeing B737. Pratt, filiale d'United
Technologies UTX.N , et Rolls-Royce auront part égale dans cette nouvelle entité.

Les marchés ont salué cette annonce, faisant bondir le titre Rolls-Royce à
ses plus hauts historiques. Vers 09h00 GMT, l'action prenait 6,79% à
668,5 pence à la Bourse de Londres après avoir touché 684,5 pence en
début de séance.

International Aero Engines (IAE), créé en 1983,
regroupait les deux motoristes ainsi que des associés allemands et
japonais afin de faire concurrence à CFM International, une coentreprise
franco-américaine entre General Electric GE.N et la Snecma, qui fait à présent partie de Safran SAF.PA .

Les deux alliances sont en concurrence sur l'A320, tandis que CFM a un
monopole sur le B737. Ces appareils de moyenne capacité constituent
l'ossature de la plupart des compagnies aériennes et sont la source de
commandes de moteurs et de pièces détachées à foison.

La décision d'Airbus de proposer le Geared Turbofan et un moteur concurrent
de CFM pour son A320neo a provoqué une poussée des ventes et incité
Boeing BA.N
à annoncer cette année son intention de proposer un 737 remotorisé
appelé MAX. Mais Rolls-Royce a opposé son veto au nouveau moteur, vendu
par l'intermédiaire d'IAE.

Les deux sociétés ont toutefois démenti qu'IAE, qui a plus de 4.500 moteurs en service et 2.000 environ
en carnet de commandes, prenne fin sur une rupture.

"IAE ne s'est pas terminé sur un divorce. Rolls-Royce restera un associé à part
entière d'IAE pendant encore 15 ans au moins", a dit à la presse Mark
King, responsable de l'aéronautique civile du motoriste britannique.
"Les deux sociétés disent qu'elles veulent travailler ensemble à
l'avenir en dépit du fait que nous ne participons pas à l'(A320) neo".

Dans le cadre de la restructuration d'IAE, Rolls-Royce continuera de
fabriquer des pièces détachées et assurera la moitié du montage du V2500
qui équipe les A320.

http://www.boursorama.com/actualites/pratt-reprendra-la-part-de-rolls-royce-dans-iae-58d4c0eade6a4dce3b24b1d241e10fc3

“I think it is excellent news,” says Airbus executive vice president for programs, Tom Williams. “It will help in marketing campaigns for the NEO,” the A320 new engine option offering.

For customers that want the standard A320 and the NEO, CFM International – the General Electric/Snecma joint venture – was able to offer package deals, now IAE can do the same. “Up to now Pratt & Whitney were at a disadvantage,” Williams says, noting that has now been fixed.

• Buying RR out of the International Aero Engines partnership gives PW
  far more latitude in making deals for the V2500 engines and the ability
  to connect V2500 transactions to transitions to Geared TurboFan orders.
  RR had no incentives to make connected deals, since there was nothing
  in it for them if a customer ordered the GTF instead of the V2500. CFM
  had the competitive advantage in offering the CFM56 for legacy airplanes
  and the LEAP for the A320neo. With PW now controlling the V2500
  partnership, PW has come closer to leveling the playing field.
  
• PW has greater flexibility to wheel and deal on competition
  involving only the V2500. It was widely reported in aviation circles but
  never confirmed that RR’s recalcitrance to go along in one A320 legacy
  engine competition caused one customer to switch from V2500 to CFM56 in a
  follow-on order situation.
  
• Sam Pearlstein of Wells Fargo observes, “We believe this should be a
  high return investment because UTX is making use of foreign cash that
  would be subject to repatriation, it is gaining a larger share of a
  long-term spare parts stream and it clears up customer confusion for the
  selection of engines for A320 & A320NEO airplanes.”
  
• Pearlstein also observes, “By consolidating the IAE venture, we
  believe it makes for more simplified discussions with airline customers
  for both existing A320 and A320NEO orders essentially prior to this
  agreement, Rolls-Royce’s interests would have been to sell more V2500
  while Pratt & Whitney preferred selling more PW1000G’s. This now
  makes for a more unified approach to selling engines to existing
  customers, new ones and conversions, in our view.” This is reflected in
  other quick analyst takes.
  

Airlines like engine choices, and Boeing’s exclusive arrangement with GE on the 737NG and Max may come back to haunt it in the future. Maintenance costs for the LEAP are likely to be significantly higher than those for the GTF (each manufacturer’s comparisons against today’s benchmarks indicate a 20% difference in favor of GTF) and with a stronger potential for future savings using the GTF technology through performance improvement programs, the GTF should have a significant economic advantage over leap in the 2020-2025 time frame.

Techspace Aero : Tuyère variable pour les essais de moteur d’avion


ITM Awards 2009 Best Patented Innovation : Techspace Aero (Groupe Safran) a développé une tuyère d'éjection à géométrie variable pour les essais de certification des moteurs d'avion.

Brevet EP1619489


La tuyère d’éjection à géométrie variable a été développée dans le cadre du partenariat de Techspace Aero avec General Electric et Pratt&Whitney pour le développement du moteur civil GP7200 destiné à équiper l’Airbus A380.

Cette tuyère est destinée à être installée sur le moteur au cours des essais qui sont effectués lors du développement du moteur. Elle est fixée en lieu et place de la tuyère d’origine qui éjecte les gaz d’échappement du moteur à l’atmosphère. Grâce à sa géométrie variable la tuyère permet de faire varier la section de sortie de l’échappement du moteur.

En faisant varier la section de sortie de l’échappement, les charges aérodynamiques sur la turbine basse pression sont modifiées et par effet induit l’écoulement aérodynamique au cœur du moteur varie. En d’autres termes, en agissant de la sorte, on parvient à générer des conditions de fonctionnement variant dans le temps. Ces essais permettent également de générer des conditions de fonctionnement aux limites de stabilité du moteur et notamment de déduire et caractériser la limite de pompage du moteur.

Ce type d’essais permet de valider les hypothèses théoriques réalisées au cours de la phase de développement du moteur tout en se limitant à la réalisation d’essais au sol.



La tuyère variable constitue une solution originale dont les avantages pour l’utilisateur sont multiples :

• il s’agit d’une solution compacte, simple à mettre en œuvre et à intégrer sur le banc d’essais au sol comparativement aux autres solutions techniques à fonctionnalité identique. La solution proposée s’intègre dans le banc d’essais sans aucun besoin de modifier ce dernier.
  
• la solution est nettement moins intrusive que ses concurrentes, en ce sens que la tuyère ne perturbe quasiment pas le flux secondaire du moteur, ce qui permet d’obtenir une mesure non perturbée. En utilisant cet équipement, on influence un seul paramètre d’essais sans perturber les autres.
  
• la solution est nettement moins coûteuse à mettre en œuvre que les solutions concurrentes et procure de ce fait un avantage concurrentiel certain
  

Il est à noter que la tuyère est installée dans une ambiance très hostile à la sortie des gaz d’échappement du moteur où les températures peuvent monter jusqu’à 500°C en cours d’essais et où les niveaux sonores (vibrations) sont extrêmement élevés. La prise en compte de ces aspects a constitué une difficulté majeure dans la réalisation du projet.

La tuyère a été réalisée et mise en service. Son utilisation a été un succès; elle a apporté une renommée complémentaire à Techspace Aero sur le marché des équipements d’essais spéciaux. Et elle a permis d’obtenir la reconnaissance auprès de deux grands motoristes américains, acteurs majeurs dans le secteur du développement et de la fabrication de moteurs aéronautiques, avec qui les relations commerciales n’ont cessé de se prolonger dans le domaine des équipements d’essais.

La tuyère d’éjection à géométrie variable constitue aujourd’hui une référence dans la liste des équipements d’essais spéciaux commercialisés par le passé.

http://www.sirris.be/defaultPage.aspx?id=7864&LangType=2060