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Article Journal Title: Jane's aero-engines. Issue: 7 Date: March 2000 Author: Editor: Bill Gunston.

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GE-1015.002

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Jane's AERO-ENGINES

Edited by Bill Gunston OBE, FRAeS

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M.l.T. LIBRARIES

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GE-1015.005

Contents

How to use Jane's Aero Engines (issue 7) Glossary (issue 1)

Aircraft propulsion (issue 6) The turbojet (issue 6) The turbofan (issue 6) The parts of an engine (issue 6) Compressors (issue 6) Fans (issue 6) Combustion chambers (issue 6) Turbines (issue 6) Afterburners (issue 6) Reversers (issue 6) Vectoring (issue 6) The spectrum from turbojet to turboprop (issue 6) Propfans (issue 6) The installation (issue 6)

Introduction to aircraft gas-turbine engine technology (issue 1)

Jet Propulsion (issue 1) The Turbojet (issue 1) Engine Thrust (issue 1) Other Engine Components (issue 1) Measures of Turbojet Performance (issue 1) The Turbofan (issue 1) Other Aircraft Engine Configurations (issue 1)

Technological issues in engine development (issue 0)

Gas-turbine engine cycles (issue 7) Thermodynamic Cycles (issue 7) The Aircraft Gas-Turbine Cycle (issue 7) Turbojet Cycle Parameters (issue 7) Turbojet Performance Variation with OPR and TET (issue 7) Turbofan Cycle Parameters (issue 7) Turbofan Performance Variation withµ. OPR and TET (issue 7) Limitations onµ. OPR and TET (issue 7) Turbojet and Turbofan Behaviour (issue 7)

Military engines (issue 7) Basic requirements (issue 7) New materials (issue 7) Fewer parts (issue 7) Inlets (issue 7) Variable nozzles (issue 7) Vectoring (issue 7) JSF (issue 7) Fighter engine research (issue 7) Flight envelope (issue 7) Helicopters (issue 7)

Civil engines (issue 7) Reducing (or increasing?) costs (issue 7) New or derivative? (issue 7) Fuel burn (issue 7) Repeated re-engining (issue 7) Fans (issue 7) Combustion chambers (issue 7) Turbines (issue 7) Reversers (issue 7) Noise (issue 7) ETOPS (issue 7) Props or jets (issue 7) Gearboxes (issue 7) The SST problem (issue 7)

Environmental factors (issue 0) Noise legislation (issue 0) Chapter 3 (issue 0) Emissions (issue 0)

Diagrams Military engine performance (issue 3) World record power (issue 3)

March 2000

Military jet engines: Overall pressure ratio (issue 0) Civil jet engines: Specific thrust (issue 0) Specific fuel consumption (Civil jet engines) (issue 0) Collaborative programmes (issue 7) Specific fuel consumption - Shaft Engines (issue 0) Bypass Ratio (issue 3) Civil jet engines - 1 (issue 6) Civil Jet I (i) (issue 6) Civil Jet II (ii) (issue 6) Turboshaft and turboprop engines (issue 6) Pressure ratio (subsonic transport engines) (issue 6) Military jet markets (i) (issue 3) Military jet markets (ii) (issue 3) Military jet engines 1 (issue 3) Military jet engines 2 (i) (issue 3) Military jet engines 2 (ii) (issue 3)

AERO-ENGINES - A- E

Belgium TA (issue 7)

[3]

Canada P&WC (issue 7)

P&WC JT1 5D (issue 7) P&WC PT6A (issue 7) P&WC PT6B. PT6C. PT6D (issue 7) P&WC PT6T Twin-Pac (issue 7) P&WC PW100 (issue 7) P&WC low-cost engine (issue 7) P&WC PW200 (issue 7) P&WC PW300 (issue 7) P&WC PW500 (issue 7) P&WC PW6XX (issue 7)

China. People's Republic AVIC (issue 3) CATIC (issue 3) CAREC (issue 3) CEC (issue 3) CLXMW (issue 3) DEMC (issue 7)

WJ5 (issue 7) LM (issue 0)

LM WP6 (issue 0) LM WP7 (issue 0) LM WS6 (issue 0)

LMC (issue 0) LMC WP7B (issue 0) LMC WP13 (issue 0)

SAMP (issue 4) SARI (issue 4) SMPMC (issue 4) SPWAEC (issue 4) XAE (issue 4) XRA (issue 4)

Czech Republic Walter (issue 7)

Walter M601 (issue 7) Walter M602 (issue 7) Walter (Motorlet) M701 (issue 7)

AERO-ENGINES - F - H

France SNECMA (issue 7)

SNECMA ATAR (issue 7) SNECMA M53 (issue 7) SNECMA M88 (issue 7)

Turbomeca (issue 7) Turbomeca Arriel (issue 7) Turbomeca Arrius (issue 7)

JAEng-ISSUE 7

GE-1015.006

www .janes.com

Turbomeca Arrius 1 D (issue 2) Turbomeca Artouste (issue 0) Turbomeca Astazou turboprop (issue 7) Turbomeca Astazou turboshaft (issue 7) Turbomeca Aubisque (issue 7) Turbomeca Bastan (issue 0) Turbomeca Makila (issue 7) Turbomeca Marbon~ (issue 7) Turbomeca TM 333 (issue 7) Turbomeca Turmo (issue 7)

Turbomeca-SNECMA (issue 0) Turbomeca-SNECMA Larzac (issue 7)

Germany MTU (issue 7)

Engine 3E (issue 7) Eurojet Turbo EJ200 (issue 7) General Electric CF6 (issue 7) IAE V 2500 (issue 7) M 138 (issue 7) MTFE (issue 7) MTU-Turbomeca-RR MTR390 (issue 7) Pratt & Whitney JT8D-200 (issue 7) P&WC PW300 (issue 7) P&WC PW500 (issue 7) Pratt & Whitney PW2000 (issue 7) Pratt & Whitney PW4084 (issue 7) Rolls-Royce Allison 250-C20B (issue 7) Rolls-Royce Tyne (issue 7) Turbomeca-SNECMA Larzac (issue 7) Turbo-Union RB 199 (issue 7)

Rolls-Royce (issue 7) BR710 (issue 7) BR715 (issue 7)

AERO-ENGINES - I - 0

India GTRE (issue 6)

GTRE Kaveri (issue 6) HAL (issue 0)

International Aerosud-Marvol (issue 0)

SMR-95 (issue 0) AMC (issue 7)

BR700-TP (issue 7) M 138 (issue 7)

CFMI (issue 7) CFM International CFM56 (issue 7)

Eurojet Turbo (issue 7) Eurojet EJ200 (issue 7)

IAE (issue 7) IAE V2500 (issue 7)

JSF (issue 7) JV (issue 4)

SPW (issue 6) MTR (issue 7)

MTR 390 (issue 7) RM-GE (issue 7)

CT7 (issue 7) Rolls-Royce Allison (issue 6)

Rolls-Royce Allison TF41 (issue 6) Rolls-Royce SNECMA (issue 7)

Rolls-Royce SNECMA Olympus (issue 7) Rolls-Royce Turbomeca (issue 6)

Rolls-Royce Turbomeca Adour (issue 7) Rolls-Royce Turbomeca RTM 322 (issue 7)

Turbo-Union (issue 7) Turbo-Union RB 199 (issue 7)

Italy Alfa Romeo Avio (issue 0) Fiat (issue 7)

Eurojet Turbo EJ200 (issue 7)

March 2000

General Electric CF6 (issue 7) General Electric GE90 (issue 7) General Electric T64-P4D (issue 7) General Electric T700/CT7 (issue 7) IAE V2500 (issue 7) Pratt & Whitney PW2000 and PW4000 (issue 7) Pratt & Whitney Canada PW308 (issue 7) Rolls-Royce Spey 807 (issue 7) SNECMA M138 (issue 7) Turbo-Union RB 199 (issue 7)

Piaggio (issue 7)

Japan Honda (issue 7)

HFX-01 (issue 7) HFX-20 (issue 6)

IHI (issue 3) IHI F3 (issue 7) IHI XF3-400 (issue 7) IHI J3 (issue 0)

Kawasaki (issue 7) KSX (issue 7)

Mitsubishi (issue 3) MHI Turboshafts (issue 3)

NAL (issue 0) MITl/NAL FJR710 (issue 7)

AERO-ENGINES - P - R

Poland IL (issue 0)

IL D-18A (issue 0) IL K-15 (issue 0) IL S0-1 (issue 0) IL S0-3 (issue 0)

PZL Rzesz6w (issue 7) K-1 5 (issue 7) GTD-350 (issue 7) PZL-10W ~ssue 7) TWD-108 (issue 7)

Romania Turbomecanica (issue 0)

Russia ASSAD (issue 6) CIAM (issue 6) AVIAEXPORT (issue 6) JSC 'Aviadvigatel' (issue 7)

D-20P (issue 7) D-2 1A1 (issue 0) D-25V (issue 7) D-30 (issue 0) D-30KU (issue 7) D-30KU-90 (issue 7) D-30F6 (issue 7) D-100 (issue 0) D-112 (issue 0) PS-90A (D-90A) (issue 7) PS-90A2 (issue 7) PS-90A76 (issue 7) PS-90A 10 (issue 7) PS-90A 12 (issue 7)

Chernyshov (issue 6) Granit (issue 1) Klimov Corporation (issue 6)

PK6A (issue 6) PK 100 (issue 6) PT206 (issue 6) RD-33 (issue 7) RD-35 (issue 7) TV2-117 (issue 3) TV3-117 (issue 6) TV7-117 (issue 3) TVA-3000 (issue 3)

CONTENTS

[4] JAEng-ISSUE 7

GE-1015.007

www.janes.com

VK-1 (issue 7J VKS-800 (issue 6J

KMPO (issue 6J Lyul'ka Saturn (issue 4J

AL-7 (issue 1J AL-21 (issue 2J AL-31 (issue 6J AL-32 (issue 3J AL-34 (issue 3J AL-35 (issue 6J AL-37FU (issue 6J AL-41. SAT-41 (issue 7J AL-55 (issue 7J

Motorostroitel (issue 1 J NK (issue 7J

NK-8 (issue 7J NK-88 (issue 7J NK-12 (issue 1J NK-22. NK-25 (issue 4J NK-321 (issue OJ NK-93 (issue 7J

OEDB (issue OJ TVD-1 OB (issue OJ TVD-20 (issue 4J TVD-50 (issue OJ TV-0-100 (issue OJ

Omsk Baranov (issue 1 J Perm Motors (issue 1 J Rybinsk Motors (issue 6J

D-30KU-154 Series Ill (issue 7J D-277 (issue 6J RD-7. VD-7 (issue 6J RD-36-51 (issue 6J RD-60 (issue 6J RU-1 9 (issue 6 J TVD-1500 (RD-600) (issue 6J

Rybinsk-GE (issue 7J SKBM (issue 7J SMPO (issue 6J Soyuz (issue 6J

AM-3. RD-3M (issue 6J RD-9 (issue 6J R-11-300 (issue 6J R-1 3-300 (issue 3 J R-95 (issue 3J R-15-300 (issue 6J R-195-300 (issue 1 J R-25-300 (issue 6J R-27F-300 (issue 6J R-27F2M-300 (issue 6J R-28V-300 (issue 6J R-29-300 (issue 6J R-35-300 (issue OJ R-79-300 (issue 6J RD-1700 (issue 7J GTE-400 (issue 4J R 123-300 (issue 4J R 126-300 (issue 4J R 127-300 (issue 4J TVD-450 (issue 4J TV-0-100-300 (issue 6J TV-116-300 (issue 6J TV-128-300 (issue 6J

UMPO (issue 6J

AERO-ENGINES - S - Ukraine

Slovakia PSLM (issue 5J

DV-2 (issue 5J

South Africa Atlas (issue OJ

Spain ITP (issue 7J

AlliedSignal AS907 (issue 7J Eurojet EJ 200 (issue 7J

March 2000

General Electric (issue 7J M 138 (issue 7J Rolls-Royce BR 715 (issue 7J Rolls-Royce Trent (issue 7J SNECMA Atar Plus (issue 7J

Sweden Volvo (issue 7J

BR715 (issue 7J CF6-80 (issue 7J CFM56 (issue 7J JTBD-200 (issue 7J PW2000 (issue 7J PW4000 (issue 7J Tay (issue 7J V2 500 (issue 7J RM5. RM6 (issue 7J RMB (issue 7J RM 12 (issue 7J

Taiwan AIDC (issue 4J

Ukraine lvchenko Progress ZMKB (issue 6J

Al-20 (issue 6J Al-22 (DV-22) (issue 7J Al-24 (issue 3J Al-25 (issue 6J Al-30 (issue 6J Al-450 (issue 1 J D-18T (issue 3J D-18T1 (issue 3J D-18TM and D-18TR (issue 3J D-36 (issue 3J D-136 (issue 3J D-236 (issue OJ D-436 (issue 6J D-27 (issue 6J D-12 7 (issue 3J D-627 (issue 3J D-727 (issue OJ

Jupiter (issue 4J Motor Sich (issue 6J Zaporozhye (issue 4J

AERO-ENGINES - UK

United Kingdom Rolls-Royce (issue 7J

Adour (issue 7J BR700 series (issue 7J EJ200 (issue 7J

[5]

JSF (issue 7J MTR390 (issue 7J Olympus (issue 7J RB 199 (issue 7 J RTM322 (issue 7J TF4 1 (issue 7J V2500 (issue 7J Rolls-Royce 535 (issue 7J Rolls-Royce Avon (Civil) (issue OJ Rolls-Royce Avon (Military) (issue OJ Rolls-Royce Conway (issue 7 J Rolls-Royce Dart (issue OJ Rolls-Royce Derwent (issue OJ Rolls-Royce Gazelle (issue OJ Rolls-Royce Gem (issue 7J Rolls-Royce Gnome (issue 7J Rolls-Royce Nene (issue OJ Rolls-Royce Nimbus (issue OJ Rolls-Royce Orpheus (issue 2J Rolls-Royce Pegasus (issue 5J Rolls-Royce RB211 (issue 7J Rolls-Royce Spey (issue 7J Rolls-Royce Tay (issue 7J Rolls-Royce Trent (issue 7)

CONTENTS

JAEng-ISSUE 7

GE-1015.008

www.janes.com

Rolls-Royce Tyne (issue 5) Rolls-Royce Viper (issue 7)

AERO-ENGINES - USA - Z

United States of America AlliedSignal. see Honeywell (issue 7) Allison. see Rolls-Royce (issue 4) CFE (issue 7)

CFE738 (issue 7) Engine Alliance (issue 7)

GP7000 (issue 7) General Electric (issue 7)

CFE738 (issue 7) CFMI CFM56 (issue 7) GP7000 (issue 7) JSF (issue 7) International participation (issue 7) General Electric CF6 (issue 3) General Electric CF6-80A (issue 3) General Electric CF6-80C2 (issue 6) General Electric CF6-80E 1 (issue 4) General Electric CF6-80G2 (issue 4)

CF34. see TF34 (issue 4) General Electric CF700 (issue 0) General Electric CJ610 (issue 0) General Electric CJ805-23 (issue 0) General Electric CT7 (issue 6)

CT58. see T58 (issue 6) General Electric F 101 (issue 6)

F103. see CF6 and CF6-80C2 (issue 6) General Electric F 110 (issue 7) General Electric F 118 (issue 5)

F 120. see YF 120 (issue 5) General Electric F404 (issue 7) General Electric F414 (issue 7) General Electric GE90 (issue 7) General Electric J79 (issue 0) General Electric J85 (issue 0) General Electric T58 (issue 0) General Electric CT58 (issue 0) General Electric T64 (issue 1) General Electric T700 (issue 6) General Electric TF34 and CF34 (issue 7) General Electric TF39 (issue 2) General Electric YF 1 2 0 (issue 7)

Honeywell (issue 7) AlliedSignal ALF 502 (issue 5) AlliedSignal AS900 (issue 7) AlliedSignal ATF3 (issue 0) ITEC TFE1042-70 (issue 7) AlliedSignal LF 507 (issue 5) AlliedSignal LTC1. T53 (issue 5) AlliedSignal LTC4. T55 (issue 7) Allied Signal L TS 101 and L TP 101 (issue 5)

March 2000 [6]

AlliedSignal TFE731 (issue 7) AlliedSignal TPE331 (issue 7)

LHTEC (issue 6) LHTEC T800 (issue 7)

Pratt & Whitney (issue 7) F 100. see JTF22 (issue 5) F 105, see JT9D (issue 5) F117, see PW2000 (issue 5)

Pratt & Whitney F119 (issue 5) J52. see JT8B (issue 0) J57. see JT3 (issue 0) J58. see JT11 D-20 (issue 0) J60. see JT12 (issue O) J75, see JT4A (issue 0)

Pratt & Whitney JFTD 12 (issue 0) Pratt & Whitney JT3 (issue 0) Pratt & Whitney JT3D (issue 6) Pratt & Whitney JT4A (issue 0) Pratt & Whitney JTBB (issue 0) Pratt & Whitney JTBD (issue 7) Pratt & Whitney JTBD-200 (issue 7) Pratt & Whitney JT9D (issue 6) Pratt & Whitney JT11 D-20 (issue 0) Pratt & Whitney JT12 (issue 0) Pratt & Whitney JTF 1 OA. TF30 (issue 5) Pratt & Whitney JTF22. F 100 (issue 6) Pratt & Whitney PW2000 (issue 6) Pratt & Whitney PW4000 (issue 7) Pratt & Whitney PW6000 (issue 7) Pratt & Whitney PW7000 (issue 6) Pratt & Whitney PWBOOO (issue 7)

T73. see JFTD 12 (issue 5) TF30. see JTF10A (issue 5) TF33. see JT3D (issue 5)

Rolls-Royce (issue 6) Rolls-Royce Allison 250 (issue 7) Rolls-Royce Allison 501 (issue 7) Rolls-Royce AE 1107 (issue 7)

CONTENTS

Rolls-Royce AE 2100. AE 21 OOA. AE 21 OOC. AE 210002. AE 2 10003. AE 21 OOJ (issue 7)

Rolls-Royce AE 3007 (issue 7) Rolls-Royce Allison T56 (issue 6)

Soloy (issue 7) Soloy Turbine Pac (issue 7) Soloy Dual Pac (issue 7)

Teledyne Continental (issue 7) TCM Turbine Engines (issue 7) TCAE J69 (issue 6)

Williams (issue 7) Williams International FJ33 (issue 7) Williams International FJX (issue 7) Williams International TSX (issue 7) Williams Rolls FJ44 (issue 7)

Wright (issue 0) Wright J65 (issue 0)

Alphabetical Index (issue 7)

JAEng-ISSUE 7

GE-1015.009

AERO-ENGINES www.janes.com PRATT & WHITNEY /USA

PRATT & WHITNEY PW8000

In March 1998. this engine was announced as a major competitor in the 111 to 156 kN (25.000 to 35.000 lb st) market. Though the primary objective at that time was to beat the most powerful versions of CFM56. the PW8000 was also intended to compete with the V2500 produced by IAE. in which Pratt & Whitney and MTU are partners. Together with the PW6000, with which it was to share almost a common core. it underscores Pratt 's determination to restore its position in the narrow-body market (once a dominating 90 per cent). For many years. Pratt has exhorted its IAE partners to develop the V2500. and the fact that the PW8000 is not an JAE engine is significant.

Since the 1980s. Pratt & Whitney has been studying how best to design a geared turbofan. The problem of a direct-drive engine is that it is difficult to match the rotational speeds of the turbine and fan . As bypass ratio is increased (to improve fuel economy and reduce noise). the rotational speed of the larger fan must fall. demanding either a large. heavy and costly multistage turbine or the insertion of a speed-reducing gearbox. Long-established examples of geared turbofans include the AlliedSignal LF500 and TFE731.

At first. Pratt & Whitney called its proposed engine the ADP (Advanced Ducted Propulsor). Prolonged research and testing was carried out. in partnership with MTU of Germany and FiatAvio of Italy. Mechanical design of the gearbox. like other factors. is discussed in the engine description. One obvious problem is reliability. and another is dissipation of heat via lubricating oil. In the case of low-wing aircraft. the diameter of the engine might be a problem with underwing installations.

Accompanying drawings show the general layout of the PW8000 and a detail of the vital gearbox. as it was conceived in 1998. Comparing the PW8000 with the contemporary Engine Alliance GP7000. we see that the latter needs a massive five-stage LP turbine to drive its fan and two-stage LPC. Another Pratt & Whitney engine. the PW4084 series. needs an LP turbine with seven stages. This is nice business for MTU, who are a world-class supplier of LP turbines but. in the longer term. the simpler turbine and geared drive may well prove the better answer. According to Pratt. once BPR exceeds about 8. a geared drive is desirable. In the case of the PW8000, the FPR has deliberately been kept low -much less than the 1.8 of the 94-in PW4000- in order not to need a variable-pitch fan.

After much study Pratt decided to develop the PW8000 gearbox to transmit a T-0 power of 23,862 kW (32.000 shp).

August 1998 cutaway of PWBOOO

Other data are given in a box by the cutaway drawing. In mid-1999 intensive bench testing was in progress with 12 units accumulating a planned 4,200 hours which includes endurance testing with intentional misalignment. A press release states "Once a launch commitment is made ... full engine certification will take about 30 months. If the full-scale program were to begin in 2002. a PW8000-powered aircraft cou ld enter service in 2005".

Predictably. Pratt has found great difficulty in deciding which market to go for. The Editor was told that there would be no great problem in re-engining a developed 737 or A320 with a PW8000 in the 301< class. though the former would need new landing gears. His question "You don't mind hurting the V2500?" was answered with a "No". However. such an engine seemed in June 1999 to be unlikely to happen. The Editor was told " We are examining a range of take-off thrusts from 25 to 65K [111 -289 kN. 25.000-65.000 lb st] and could well hit the market at the upper end of this spectrum. despite the challenge of the gearbox for such an engine." The gearbox for a 60K engine would have to transmit powers up to double the 32.000 hp of the current unit.

By mid-1999 Pratt had recognised that the PW4000 family was having to meet severe competition from the proliferation of variants of the three-shaft RR Trent and that. despite its large customer base. it would within a decade have to be replaced by a fundamentally newer engine. What has made the position more difficult is the existence of the GP7000 being developed jointly with GE (which see). In the event, by June 1999 Pratt had decided to go for the 60K (267 kN) market in order to compete against the Trent 500 on the A 340-500/600. and also to provide a newer alternative to the CF6-80C2.

At the 1999 Paris Air Show the Editor was told that the PW8000 was being redesigned for this general level of thrust. It will follow closely along the lines of the original version. but because of the greater financial risk a go-ahead depended upon the assembly of a comprehensive team of risk-sharing partners. MTU of Germany was sa id to be prepared to risk an increased share - possibly 25-28 per cent - in taking on not only the LP turbine but also the LP compressor. Discussions were also being held with several other possible partners. " including FiatAvio and other companies at present participating in the PW4000." Pratt expects to be solely responsible for the gearbox.

Before the redesign. former President Krapek went on record as saying that the PW8000 could be created " in 30 to 36 months. for an investment of some US$500 million." A year has gone by since

1999/0038733

March 2000 510 JAEng-ISSUE 7

GE-1015.010

AERO-ENGINES www.janes.com PAA TI & W HITNEY / USA

then. and the 60K engine is clearly going to cost much more. What has not changed is the basic design objective of " reducing fuel burn (compared with existing engines) by 10 per cent. cutting noise by 30 dB and reducing aircraft DOC by 8 to 10 per cent". An objective with the orig inal PW8000 was to achieve 180-min ETOPS before EIS. but that presupposed twin-engined aircraft.

The following description refers to the original conception of the PW8000 in the 25-35K thrust class. TYPE: High-efficiency geared turbofan. FAN: Single stage. with 26 shroudless w ide-chord blades of solid

titanium. developed with 3-D aerodynamic codes. Blades fixed in hub carried on double inclined-roller bearings. Light aluminium fan case with Kevlar wrapping. Structural ring of exit guide vanes followed by A-frame support downstream. Bypass ratio 10.

GEARBOX: Sing le-stage epicyclic (called by Pratt a Star system). with five sets of double-helical star (planetary) gears held in a fixed star carrier. These drive the inner periphery of the surrounding ring gear. which is extended fo rwards to drive the fan. At take­off. the design shaft speeds are 9.000 rpm on the low spool and 3.200 on the fan. and power transmitted is 23,872 kW (32.000 shp). Two crucial design factors are flexure and heat dissipation. According to Pratt " It was discovered that up to 80 per cent of the heat load the cooling oi l has to handle comes from simply churning in the gearbox. Painstaking work came up with a lubricating system that places the oi l only w here it is needed and circulates it twice as fast as previous systems, increasing gear efficiency to over 99 per cent'". To overcome the problem of flexure. causing severe wear on tooth edges. t he enti re box is mounted "on a kind of bellows structure that is. in effect. a large spring". This has the form of inner and outer drums (on the inlet shaft and supporting the large-diameter bearing round the ring gear) with convolutions resembling a barometer aneroid, as shown in the detail drawing. together with an oil feed . Design mechanical efficiency. over 99 per cent. Estimated MTBR 30.000 hours.

LP COMPRESSOR: Three stages. w ith variable inlet guide vanes. Wide­chord aerofoi ls designed with advanced NASTAR aerodynamics. held in titanium drum EB-welded into one unit. The fact that this is not constrained to rotate at the same speed as the fan. but at up to 9,200 rpm. means that its diameter can be greatly reduced, making the engine lighter and giving a more direct overall gas path. Fan/core splitter of composite material with steel leading-edge.

Solid Shroudless Fan

__J

I ~

Fan Case Mount

Fan Drive Gear System

PWBOOO longitudinal section

Detail of the PWBOOO gearbox 2000/ 0054540

Weight Ring-gear pitch diameter Transmitted power Torque Mechanical efficiency MTBR

227 kg (500 lb) 463.6 mm (18.25 in)

up to 23.862 kW (32.000 shp) 25.357 N-m (18.700 lb-ft)

over 99 per cent 30.000 hours

HP COMPRESSOR: Five-stage axial with short. rigid rotor with very high stage loading. Basically that of the XTC66 (see PW6000). Wide­chord aerofoils with blunt leading-edges for erosion resistance. First two stator stages variable. Ring case construction to minimise gyroscopic deflection and enhance performance retention . Pratt says "Because of the inherent efficiency ... the number of stages in the engine can be reduced 40 per cent and the number of airfoils by about half".

COMBUSTION CHAMBER: 'Talon' (second-generation Floatwall) short annular low-emissions. similar to that of the PW6000. Cast one­piece diffuser and easily replaced liner segments of high­strength nickel alloy.

HP TURBINE: Single stage. Blades of third1'Jeneration sing le-crystal superalloy with advanced internal cooling management system

3 stage LPC

3 stage Low Pressure

Turbine TALON

combustor

1 stage

5 stage High Turbine

High Speed I High Pr High Compressor

7998/ 0022226

March 2000 5 11 JAEng-ISSUE 7

GE-1015.011

AERO-ENGINES www.janes.com PRATI & WHITNEY /USA

and advanced thermal barrier coating held in sintered powder­metal disk. Ceramic outer air seal and modulated active clearance control.

CONTROL SYSTEM: Fourth-generation FADEC. managing thrust. fuel flow. compressor vane position and engine diagnostics. Equipped with EAGLELink diagnostic system which automatically alerts destination about engine condition via satellite.

DIMENSIONS:

Fan diameter Length

1.93 m (76 in)

LP TURBINE: Three stages. counter-rotating, with 3-D aerofoils for high work extraction at high rotational speed. Powder­metallurgy disk. and active clearance control. Diameter significantly less than for a direct fan drive turbine. Transition duct between HP/LP turbines has no aerodynamic fairings. WEIGHT. DRY: complete propulsion system

3. 15 m ( 1 24 in) 3.629 kg (8.000 lb)

JETPIPE: Fixed pipe from core only. REVERSER: In fan duct only.

March 2000 512

PERFORMANCE RATINGS (S/l. T-0): 111-156 kN (25.000-35.000 lb st)

JAEng-ISSUE 7