new Engine manufacturers are ready to benefit from the hot market for new business and in the coming Technology decades. In addition to established manufacturers– by Thierry Dubois , , Pratt & Whitney Canada, Rolls-Royce, Turbomeca and Williams–several new OEMs will be introducing their own models to the market.

THE MARKET

In the segment needs.” Generally speaking, “the can say; it is a cyclic industry de- alone, Rolls-Royce delivered 334 helicopter industry wants to bring pending heavily on corporate prof- New aircraft designs Model 250s last year and plans its safety record up to that of its and overall economic growth.” to deliver 400 this year. Tur- the airlines, which implies some Nonetheless, with its PW600 boost engine demand bomeca told AIN that it expects renewal of the world fleet of line powering three of the to deliver 930 helicopter rotorcraft,” he said. in-development VLJs–the Cessna Demand for lower fuel con- Williams, for example, told AIN this year, up from 650 last year, Rolls-Royce put a figure on its Citation Mustang, the sumption, more power and im- it delivered “more than 300 gen- when it delivered approximately predictions for the helicopter and the Phenom 100– proved reliability keeps engine eral aviation ” last year 80 Makilas, 140 Arriuses and 430 manufacturers constantly renew- and plans to deliver “more than Arriels. “However, those figures ing their market offerings. Simul- 400” this year. Rolls-Royce also include some military applica- taneously, the growing number delivered high numbers of corpo- tions for our civil engines,” said of aircraft models on the market, rate aircraft engines, with 133 Charles Claveau, Turbomeca’s due to both the emergence of BR710s (for the Bombardier Glob- director of helicopter engine pro- the (VLJ) segment als and Gulfstream G500 series) grams. After deliveries of 40 CT7 and the numerous derivative de- and 56 Tay 611-8Cs (for the Gulf- last year, GE is plan- signs aircraft makers are market- stream G350/450). GE delivered ning 42 for this year. ing, demands an ever expanding 76 CF34-3B engines for the Chal- range of engines. lenger 604 last year and expects Predictions for the Near Term In its business aviation outlook, to deliver the same number both What about market trends? forecast de- this year and next. “The helicopter market is gener- liveries of as many as 745 new P&WC, which did not separate ally in good shape. The market for business jets last year, up from engine deliveries by category, civil helicopters remains steady and may benefit from additional parapublic orders as a result of its P&WC PW615 high-profile roles in recent disas- ter-recovery operations; the high price of oil is also driving offshore market over the next three years: P&WC is looking forward to “rapid demand,” according to Rolls- “A flat but steady market, with 1 continued growth.” The PW600 Royce. GE’s Harry Nahatis, direc- percent growth per year or so.” will enter production early this year. tor of engine sales, Competitor P&WC is experienc- According to Newtown, Conn.- agreed. “High oil prices are en- ing “a considerable upturn” in its based Forecast International, “Pratt couraging exploration by oil com- helicopter business, which has & Whitney will be the major bene- panies,” he pointed out. been “very strong” this year and factor of [the new VLJ] class of Turbomeca’s Claveau sees the is predicted to continue at this aircraft by providing its PW600 market growing until 2008 or 2009. rate of growth. series turbofan.” The market re- “We expect this year’s orders to For all three engine categories– search firm sees that category of equal those of last year. However, turbofan, and turboshaft– engines stimulating the turbofan GE CF34-3A-3B our increasing delivery numbers P&WC executives see an interna- engine market. are due to the market shares we tional market that is “buoyant “These engines, lumped into 589 in 2004. This year deliveries told AIN that it delivered “more earned, more than overall market again.” They note, “Most of our the 0- to 70-seat aircraft segment, are expected to exceed 800 for than 2,000 engines” last year. growth,” he said. He added that customers have healthy order will see a 50-percent increase in the first time in industry history. Of This year, it plans to double the demand is strong in emer- backlogs, so the market should production during the forecast pe- course, that translates into record post-9/11 production–a low of gency medical services and that show solid growth for at least the riod–from 1,997 in 2005 to 3,110 numbers of engine deliveries, too. 1,200 engines. “India and have huge next few years. Beyond that, who in 2014,” said Aero Gas

34aaAviation International News • January 2006 • www.ainonline.com TURBOSHAFTS

Analyst Will Alibrandi, author of a joint venture foresees annual tions. In this role it is expected to late-2004 study. sales of at least 200 VLJs. improve power margins by 10 per- Charles Blankenship, general In , start-up company Engine manufacturers cent over the current TM333-2B2s. manager of GE’s small commer- Price Induction is striving to cial engine operation, sees “a ground-test its first 560-pound- bring new technology Clean-sheet Design steady to improving market vol- turbofan, the DGEN 380, in from P&WC ume due to the expectation of a few weeks (see turbofan story P&WC is studying a new continued strong corporate per- page 38). The 12-employee enter- to helicopter market 1,000-shp-class engine, dubbed formance.” prise is aiming to enable the cre- Helicopter operators’ continu- Digital engine control, which the PW210S, for the 13,000- In stark contrast to the picture ation of a new class of light ous demand for more power, bet- Turbomeca envisions for the Ar- pound-class Sikorsky S-76D. At a decade ago, are fac- aircraft–in short, a Cirrus with tur- ter reliability and lower costs is riel 3, can improve reliability and last year’s HAI Convention, John spurring an infusion of new tech- lighten the maintenance burden. Saabas, P&WC engineering vice nology in turboshaft engines. All However, the design of a single- president, announced that the the manufacturers–General Elec- channel digitally controlled engine company is “starting with a tric (GE), Honeywell, Pratt & Whit- must address the possibility of fail- brand-new sheet of paper.” He ney Canada (P&WC), Rolls-Royce ure of the digital control. On such explained that the PW210S draws and Turbomeca–are developing a turboshaft, the hydromechanical on technologies and materials new models or conducting pre- unit therefore has to be able to proven in both the PW200 tur- liminary work to be ready as soon perform most of the control tasks. boshaft line and the emerging as the market requires a new en- A dual-channel full-authority PW600 series, of which the gine. In fact, the turboshaft ap- digital engine control (FADEC), PW615F for the Eclipse 500 is pears to be evolving faster than however, can be less complicated the first production engine. either the turboprop or turbofan. because the second channel is in- The PW210S will have a French-based Turbomeca, the dependent of the first one. As a higher pressure ratio compres- largest producer of civil helicopter result, the dual-channel FADEC sor–similar in design to that in the turboshaft engines, sees a new has an almost zero chance of fail- PW615F–and a higher-speed tur- trend in customer demand. “For ing completely. “A dual-channel bine with improved disc material Price Induction DGEN 380 three or four years, helicopter FADEC can be much simpler,” provided by P&WC’s Connecti- manufacturers have been asking Claveau said. Improved for economy and reliability rather maintenance comes Rolls-Royce Model 250 ing tough competition from small bofans. “P&WC’s PW600 line is than lightness and performance,” through including a turbofans and even, at the lower made for small business jets, Charles Claveau, director for heli- health and usage mon- end of the spectrum, from diesel whereas our engine will fit en- copter engine programs, told AIN. itoring system (HUMS) engines. However, according to hanced ,” The result of this shift in em- in the FADEC. Forecast International, “As the re- Bernard Etcheparre, the com- phasis is increased operating mar- Turbomeca is also quirement for larger turboprop en- pany’s founder and CEO, told AIN. gins; in other words, the engine considering offering an gines grows, we can look forward Less capable than the Eclipse operates farther from its limits. In Arrius 3, a smaller ver- to manufacturers adapting other 500, Adam A700 and so on, such addition, the engines are more sion of the existing Ar- designs, particularly turbofans, for a would also be less reliable and less fuel-thirsty, while rius. It would suit more turboprop variants.” Forecast In- expensive. The DGEN 380 will be component durability improves. powerful evolutions of ternational predicts that during suited for a 250-knot cruise speed As a result, “you can lose a bit of such light singles as the 2004 to 2013 time period, the and a 12,000-foot cruise altitude. performance,” Claveau explained. the Bell 206 and Euro- market for turboprop engines will “Instead of $200 to $250 million For example, the preliminary copter EC 120 and remain strong, with production of for a current VLJ, the aircraft’s design of the Arriel 3 (Turbomeca light twins such as the 9,538 engines worth $7.8 billion. cost of development would be in has not yet fully launched the Eurocopter EC 135 the $30 to $35 million range,” program) makes it a more power- and Agusta A109. “We New Market Entrants Etcheparre predicted. That would ful model in the Arriel line, which have quite precise So business aviation is thriv- yield a $650,000 to $700,000 currently spans 640 to 944 shp. ideas on what an Ar- ing, helicopters are enjoying a price for the finished . The “But the priority is to cut direct rius 3 can be, but the healthy market and the choice of engine will sell for $106,000. maintenance costs, acquisition market is not asking engines available to aircraft man- Etcheparre believes pilots up- cost and specific fuel consump- for it now,” Claveau ufacturers has increased signifi- grading from piston singles to tion [sfc],” Claveau emphasized. noted. The Arrius se- cantly. In the last decade, P&WC DGEN-powered jets would find Sfc can be addressed by enhanc- ries currently spans 479 alone has developed some 45 a speed advantage without the ing the aerodynamics of com- to 716 shp. cut-based parent. P&WC claims engines. However, in a striking need for a dramatic advance in pressor and turbine components. Meanwhile, the company’s the PW210S will produce 10 to difference from the aircraft manu- flying technique. To prolong life and mean high-altitude Ardiden 20 percent more power than facturing industry, the number of But Price Induction is pursuing , the made its first run last October. existing engines in that class but new entrants in the engine field is more than just the owner-flown company is increasing the en- First flight is planned for July, with will consume less fuel, thanks much lower. Excluding the estab- aircraft market. “The air-taxi con- gine’s margins and is using new EASA certification due in Decem- to a dramatic improvement in lished OEMs, there are only two cept, if successful, will be better materials. It has modified mag- ber. The Ardiden was designed to power-to-weight ratio. The pro- other companies making engines. addressed by the kind of aircraft nesium alloys slightly, allowing provide the hot-and-high perform- gram is said to be progressing on In 2004 GE and Honda estab- we are working on than other, big- them to be incorporated in the ance qualities required by new- target for certification in 2008. lished their joint venture, GE ger ones,” Etcheparre asserted. engine’s casing. “Magnesium is generation medium twins such as The PW600 program blueprint Honda Aero Engines, to develop Have any aircraft manufactur- much lighter than aluminum, but the AB139, Ka-62 and EC 175. also includes a turboshaft engine and market the HF118 in the ers ordered DGEN engines? the challenge is in the corro- However, it will be installed first in the 600- to 1,000-shp spectrum. 1,700-pound thrust class. The “Several are interested in it and sion-proofing coating,” Claveau on the twin-engine Dhruv, devel- “We’re still looking at a PW600 HF118 engine has recently bene- did come to our design offices pointed out. Companies also oped by Hindustan Aeronautics turboshaft for helicopters in the fited from several technical im- in Anglet, in the southwest of favor titanium because it can in India (where it is known as the 3,000- to 4,000-pound [mtow] provements (see turbofan story France, and all said, ‘Run your withstand higher temperatures. Shakti), mainly for military applica- Continued on next page page 38) to make the engine at- engine first!’” Etcheparre said. tractive to VLJ manufacturers. Agilis Engines, once a con- Although the engine lost to tender in the small turbofan mar- P&WC in the contest to power ket, failed to find an application Embraer’s new small jets, GE for its TF1000 engine line after and Honda are continuing their the original Safire S-26 project cooperative effort. The 50/50 was shelved in 2002. J

www.ainonline.com • January 2006 • Aviation International Newsaa35 ance retention when the ambient FADEC, the HTS900 will provide new engine air temperature gets high. At 928 shp at takeoff on a twin; the ISA+43 degrees C., takeoff power 30-second OEI rating is 995 Technology is 21 percent better, at 533 shp. shp. The engine will come in Honeywell has been ground both a 6,137-rpm version and a testing the HTS900, selected for 9,598-rpm version for either sin- the Bell 407, since late 2004. The gle- or twin-engine applications. TURBOSHAFTS Miller said the low-speed model would come first, with certifica- Continued from preceding page tion scheduled for the second range, but not in the short term. It’s Upgrading the Model 250 performance improvements with quarter of this year. a definite possibility down the line, Rolls-Royce seems to have operating cost reductions. “We The and turbine though,” P&WC president Alain postponed its replacement plans continue to study growth deriva- are designed to have a 15,000- Bellemare stated in 2003. P&WC’s for the 250. Three years ago, a tives of the Model 250 in re- cycle and a 25,000-cycle service other line of current helicopter en- company executive was talking sponse to market interest,” a life, respectively. Honeywell tar- gines, the PT6B and PT6C, offers about launching a 550- to 950- Rolls-Royce executive told AIN. gets time between overhaul at between 1,000 and 2,300 shp. shp engine in 2005. However, the 3,000 hours. Miller expects that company now says it “continues Honeywell Offers Derivatives number to increase to 5,000 GE Focuses on to define the technical and mar- Honeywell is also renewing Honeywell LTS101 hours once the product matures. Variants of Current Engines ket requirements for next-genera- its product offerings. For exam- At the conceptual stage is the GE is studying a 3,000-shp tion powerplants.” Such engines ple, the LTS101-700 and -850 HTS800, a smaller derivative of the growth version of the CT7-8, could include technologies under are replacing the -600 and -750, engine was scheduled to fly last HTS900. Also available in single which is in the 2,600-shp class. study such as more electric en- respectively. The LTS101-700D- year. Full integration of the HTS900 and twin ratings, it could deliver “We see the market going to more gine aspects and advanced cool- 2 received its STC certification into the Bell 407 is scheduled for 807 shp on a twin. The 30-second hot-and-high capability and more ing methods. last October for the Eurocopter late this year. OEI rating would be 870 shp. Hon- AS 350B2. The HTS900 uses the same eywell claims the engine would GE CT7-6 Design changes include an ef- system architecture as the earlier offer improved performance reten- fusion-cooled nozzle in the gas LTS101, but it incorporates new tion in hot conditions compared producer section of the engine. compressor technology for im- with current-generation engines. Aerodynamics have been im- proved performance. In February Honeywell did not respond to proved, too. A new cooling sys- last year, Bob Miller, head of requests for information about the tem has extended the gas Honeywell’s light utility helicopter HTS1000. Its power is not defined producer turbine’s disc life from engines unit, said the HTS900 yet, but its designation suggests 6,300 to 15,000 cycles. will burn 3 to 6 percent less fuel that it would be rated at close to The LTS101-700D2 offers than any of its earlier engines 1,000 shp. An application could be nearly 13 percent more takeoff while generating 42 percent Bell’s modular affordable product power at ISA conditions than an more power at ISA+5 degrees C. line. The HTS1000 will benefit LTS101-600A3A. In addition, the Honeywell did not respond. from the small heavy fuel engine newer engine has better perform- Fitted with a dual-channel military technology program.–T.D. TURBOSHAFTS range,” Harry Nahatis, director of The company is also evaluating Engines Thrust or thrust range Applications (as of Dec.1, 2005) turboshaft engine sales, told AIN. high-temperature engine compo- General Electric (GE) GE engineers are working on nents, including ceramic parts CT7-6/6A 2,000 shp EH Industries EH-101 a new three-stage power turbine and next-generation single-crys- CT7-8 2,520 shp Sikorsky S-92 (in lieu of two stages in the cur- tal blades. Rolls-Royce is also Honeywell rent engine). Further enhanced considering variable-cycle power- LTS101 615-675 shp Eurocopter BK 117A, AS 350, Bell 222 materials in the turbine will en- plants for compound helicopters. HTS800 807 shp None able the use of less cooling air, On the current 250, recent HTS900 928 shp Bell 407X which is bled from the compres- technology introductions include HTS1000 1,000 shp None sor and therefore affects its effi- an enhanced power turbine for Pratt & Whitney ciency. “Sfc will be reduced,” the Series II. It provides a 3- to 5- Canada (P&WC) Nahatis added. percent increase in power and a PT6B 900-1,000 shp Agusta A119 Koala, Sikorsky S-76B No time frame has been set 1- to 2-percent reduction in sfc, PT6C 1,600-2,300 hp Agusta Bell AB139, Bell Agusta yet for entry into service. “It will Rolls-Royce claims. The “R plus” BA609 be dictated by the market,” Na- upgrade for the 250-C20R has a PT6T-3D 1,800 shp Bell 412EP hatis said. The engine will still PW206/207 430-710 shp Agusta A109E Power, Bell 427, 429, Ansat hold the CT7-8 designation. Kazan, MD Explorer, Eurocopter EC 135 The CT7-8A received FAA cer- PW210S 1,000 shp Sikorsky S-76D tification last year. Compared with Rolls-Royce the earlier -2 and -6 variants, it Model 250 420-808 shp MD 500E, MD 530F, MD 520N, MD 600N, features 3-D aerodynamics in the Bell 206B-3 JetRanger III, Bell 206L-4 LongRanger IV, Bell 430, Bell 407, Kamov compressor for higher efficiency Ka-226, PZL SW-4, Enstrom 480B, and margin, improved turbine Schweizer 333 material for increased power- Turboméca to-weight ratio and an advanced Ardiden 1,200 shp HAL Dhruv inlet particle separator. Arriel 640-944 shp Eurocopter AS 350 Ecureuil, AS 365 “It is an active separator that 2 Dauphin, BK 117-C1, EC 130, EC 145, uses a blower; it is thus very ef- EC 155, Agusta A109 K2, Sikorsky fective even at idle,” Nahatis em- new vaned diffuser, shroud hous- S-76A++/C/C+/C++ phasized. It is therefore useful ing and bleed valve assembly, in- Arrius 479-716 shp Agusta A109 Power, Eurocopter AS 355 during taxi and hover. A dual-chan- creasing mid-range power by 2 to Makila 2,100 shp Eurocopter AS 332 Super Puma, EC 225 nel FADEC provides, among other 3 percent and reducing sfc by ap- Ecureuil, EC 135, EC 120 Colibri, Kamov functions, start management, proximately 1 percent. Ka-226 overspeed protection, automated According to the company, RTM322 2,263 shp EH Industries EH-101 power assurance and HUMS. new inlet barrier filters combine

36aaAviation International News • January 2006 • www.ainonline.com TURBOPROPS version is) and one centrifugal stage. The PW600P, using the same core as the PW600 turbo- fan series, would have only one Few technology changes axial and one centrifugal stage, which translates into lower main- tenance costs. on the horizon for t-props Nevertheless, P&WC insists Only three engine manufac- example, the latter’s compressor that engineers continue to inject turers are active in turboprop includes three or four axial stages new technology and new materials P&WC PT6A business airplanes, and few new (depending on how powerful the Continued on page 40 developments can be expected in this category. The dominance of jets in business aviation and the hegemony of Pratt & Whit- ney Canada (P&WC) over Hon- eywell, its primary competitor in turboprops, are the most likely causes for the dearth of new technology. Both P&WC’s PT6A and Honeywell’s TPE331 original designs date from the mid- 1960s. One start-up company, however, has plans for a clean- sheet turboprop engine. Rolls- Royce is also a player in the field with an adaptation of its widely used helicopter tur- boshaft; the 250-B17F turbo- prop powers the Extra EA-500 and the Grob G140TP singles. At P&WC, the ubiquitous PT6A turboprop engine line has entered its fifth decade of in- service life. The first model was introduced in 1964. Since then, some 60 versions have been developed. As of the third quar- ter of last year, more than 13,500 aircraft powered by the PT6A turboprop were in opera- tion around the world. The en- gine line has logged more than 270 million operating hours. There is some ambiguity in P&WC’s stance on the PT6A’s future. The PT6A now covers a wide range of power, from 550 to 2,000 shp. The company has long been mulling a replacement based on the PW600 turbofan line. P&WC’s Web site refers to it as “the PW600P turboprop, in the 500- to 2,000-shp class, de- signed for general aviation single- and twin-engine aircraft.” However, asked when a PW600 turboprop derivative is scheduled to replace the PT6A, P&WC answered, “It is not our intention to have the PW600 replace the PT6 engine family but rather complement it.” Mar- ket research firm Forecast Inter- national offers an explanation for that. “We do not see an immedi- ate need for launch of the PW600P because the PT6A con- trols substantial market share and a turboprop variant of the PW600 would be expensive to develop,” the research company said in a study late in 2004. Yet, a PW600P would feature much simpler architecture than that of the reverse-flow PT6A. For

www.ainonline.com • January 2006 • Aviation International Newsaa37 but it also tends to reduce cyclic according to its designers. The new engine damage to the engine, reduces first application is still unidentified. the risk of overtemping and ex- Technology tends range by optimizing fuel ef- Upgrading Older Models ficiency, Williams emphasized. Even engines that have been The FADEC units’ memory in production for a long time are can be used to monitor the way getting some technology infu- an airplane is flown, as well as sions. GE’s CF34-3B, which pow- TURBOFANS recording the health trends of ers the Bombardier Challenger the engine. This information can 604 and 605, recently received be used to adjust flying prac- several enhancements. tices to improve performance or “We have incorporated ma- designers focus on extend life, and to discover po- terials improvements in the tential problems and fix them be- high-pressure [HP] turbine that maintainability, environment fore any failures occur. provide higher temperature ca- Williams is now developing the pability for the nozzles and Ease of maintenance and envi- from Pratt & Whitney large com- This tedious, distracting chore is FJ44-4A, a new member in the shrouds. In addition, an up- ronmental concerns increasingly mercial engines. It enables the performed automatically and FJ44 line. The 3,500-pound-thrust graded accessory gearbox in- are driving turbofan engine tech- PW307A to achieve Zurich 5 more precisely by FADEC.” This turbofan is progressing toward corporates increased durability nology. Business aviation engine emissions levels. not only reduces pilot workload, FAA/EASA certification by 2008, gears and bearings and an op- manufacturers–namely GE, Hon- However, lower-thrust engines timized oil jet and scavenge eywell, P&WC, Rolls-Royce and can also benefit from environ- system,” GE told AIN. The –continue to mentally conscious design. For company asserted that the re- focus design efforts on thrust-to- example, Price Induction’s DGEN sult will be better overall relia- weight ratio, specific fuel con- 380 has a high –7.6 bility and durability. sumption and cutting costs. instead of the approximately 3.0 The company is also working The emergence of the very on other small engines such as on an engine upgrade for the light jet (VLJ) segment and in- the PW600 and the Williams older CF34-1A/-3A/-3A2 (pow- creasing regulation and lobbying FJ44. One of the main reasons ering the Challenger 601). It will pressure seem to have further for this choice is noise reduction. allow operators to migrate to an highlighted the importance of “According to a preliminary study, on-condition maintenance pro- the thrust-to-weight ratio and we expect less than 55 dBA,” gram versus hard-time shop sfc. Meanwhile, two new market said company founder and CEO visits. This upgrade will be avail- entrants, GE Honda Aero En- Bernard Etcheparre. able this year. gines and Price Induction, are The Rolls-Royce Tay 611-8C is In addition, Rolls-Royce is endeavoring to develop a suc- one of the engines that most re- working on further improvements cessful small engine. cently entered service. It debuted to the AE3007. “We are actively P&WC’s focus on maintain- in May last year on the Gulf- evaluating further incremental envi- ability in designing the PW600 stream G350/G450 and “had the ronmental performance but are not line–which has found several smoothest entry into service of all Williams FJ44-1AP currently in a position to discuss applications in the VLJ seg- the Tay engines,” Rolls-Royce said. ment–can be seen in numerous Its advantages over earlier Tay TURBOFANS aspects of the engine. Engineers variants include a 12,000-hour Engines Thrust or thrust range Applications (as of Dec.1, 2005) have reached a lower part count TBO, 2-percent better fuel effi- in the fuel manifold, which is ciency and 5 percent more thrust General Electric (GE) now a single piece. In addition, in hot and high conditions. The CF34-3B 9,220 lbs Bombardier Challenger 604 P&WC told AIN that the hot sec- G450 thus carries a higher mtow GE Honda HF118 1,000-3,500 lbs None tion inspection can be com- of 73,800 pounds, translating into GE-Honeywell pleted on wing overnight with 3,500 nm range at Mach 0.85 (a CFE738 6,000 lbs Dassault Falcon 2000 minimal special tooling. 250-nm improvement over the Honeywell The PW600 design uses “one- Gulfstream IV). The new Tay also HTF7000 6,826 lbs Bombardier Challenger 300 deep line replaceable units promises better reliability, thanks TFE731-20/40/60 3,500-4,500 lbs Falcon 50EX, Falcon 900C/900EX, Gulfstream G100/G150, [LRUs],” meaning that the re- to the addition of FADEC, accord- Falcon 50 retrofit, Learjet 40/40XR/4 placement of any single LRU ing to the manufacturer. Pratt & Whitney does not require the disturbance Canada (P&WC) or removal of any other LRU. FADEC Engines Proliferate JT15D 2,200-3,350 lbs Raytheon Hawker 400XP, Hawker 850XP “This, coupled with no require- Those who are not familiar with PW300 series 4,500-8,000 lbs Learjet 60, Gulfstream G200, Raytheon Hawker 4000, Dassault ment to [calibrate the control sys- FADEC yet will probably encounter Falcon 2000DX/EX, Cessna Citation Sovereign, Falcon 7X tem] after an LRU replacement, this wizardry in the near future. PW500 series 3,000-4,500 lbs Cessna Citation Bravo, Citation Encore+, Citation XLS, results in rapid LRU replacement Every new engine is controlled via Embraer Phenom 300 times,” the manufacturer said. FADEC. For example, the primary PW600 series 1,000-3,000 lbs Eclipse 500, Embraer Phenom 100, The PW600 also includes a dual- change on the PW535B, which Price Induction channel FADEC. powers the Cessna Citation En- DGEN 380 560 lbs None Environmental issues become core+, is the introduction of dual- Rolls-Royce more important in engines that channel FADEC, something that AE3007 6,700-7,200 lbs Cessna Citation X, Embraer Legacy 600 have more than 6,000 pounds of was lacking on the Encore’s BR710 15,000 lbs Gulfstream 500/550, Bombardier Global Express XRS, Global 5000 thrust, which is the baseline PW535A. On the Cessna Citation Tay 611-8C 13,850 lbs Gulfstream G350/G450 thrust to which ICAO’s committee CJ1+ and CJ2+, new FJ44 vari- Williams International on aviation environmental protec- ants feature Goodrich FADEC. FJ33 1,500-1,700 lbs Adam A700, Diamond D-Jet, Excel Sport Jet, Spectrum 33, tion standards apply. The 6,100- A representative of Williams TAM-AIR Epic, TAMJet, ATG Javelin pound-thrust PW307A, certified International told AIN, “FADEC FJ44-1A/1AP 1,900-2,100 lbs Cessna Citation CJ1, CJ1+ last spring and powering the Fal- makes for safer flying because it FJ44-2A/2C 2,300-2,400 lbs Raytheon Premier IA, Sino Swearingen SJ30-2, Cessna con 7X during its flight tests, has raises the situational awareness Citation CJ2, Citation I FJ44 Eagle, SpiritWing Lear 24/25 a notable environmental slant in of the pilot, who no longer has to FJ44-3A 2,400-3,000 lbs Cessna Citation CJ2+, CJ3, Grob SPn its design. For example, the Talon check and adjust engine power FJ44-4A 3,500 lbs None uses technologies settings throughout the flight.

38aaAviation International News • January 2006 • www.ainonline.com at this time,” the company stated. at Honda’s Japanese facilities. thrust DGEN 380 engine. The The company’s single-shaft Innodyn plans to certify the en- Powering the Embraer Legacy The company has reduced the company expects to run its first turboprops have only 13 parts, gines, and it is seeking a strategic 600 and the Citation X, more than sfc by 5 percent through engine core engine by early March. “We with the majority being gears and partner with experience in FAA cer- 600 engines have accumulated component efficiencies. Enhance- plan to run the first full engine two the only moving part being the tification to undertake the process. almost 1.6 million hours and a ments to the HP centrifugal com- months later,” said company CEO shaft. A prototype 250-shp en- The company said several estab- little over one million cycles. pressor have increased the airflow and founder Bernard Etcheparre, gine has been flying aboard an lished aircraft manufacturers have P&WC acknowledged that, at and the . who also maintained that all parts RV-4 experimental airplane for expressed strong interest in the entry into service, an intermittent Maybe the most spectacular ad- are designed with certification in “several years.” small powerplants. –T.D. vibration issue and various vance is the 15-percent reduction mind and manufactured within the “minor” LRU issues had to in overall engine weight. aerospace industry. Honeywell HTF7000 be addressed on the Falcon By incorporating lighter, Meanwhile, State College, 2000EX’s PW308C. The power- higher-temperature materials and Pa.-based Innodyn is developing plant now meets Dassault’s overall engine-cycle design enhance- lightweight, fuel-efficient, low- reliability targets, P&WC said. And ments, GE Honda said it has cost 200- to 300-shp turboprop dispatch performance, after only been able to reduce the size of engines, as well as a 500-shp two-and-a-half years in service, is the core engine. In the HP tur- TwinPack that combines two approaching “mature levels.” bine, GE has introduced single- 250-shp via a common Despite several requests, Hon- crystal material and 3-D aero- gearbox. The company esti- eywell did not provide AIN with an dynamics. The U.S.-based en- mates that its turboprops will update on the TFE731 and the gine maker has used GE90 tech- burn only about seven gph per HTF7000. nology [the GE90 powers the 100 shp produced. Honda flew its 1,670-pound- Boeing 777] on fan blades. They Innodyn’s patented fuel con- thrust HF118 in 2003 on its devel- now feature a wide-chord, high- trol/management system makes its opmental HondaJet but the engine flow, swept design. “The HF118 turbines so efficient and eliminates has undergone major modifications is being designed to operate in the throttle-to-power lag time. A since Honda formed a 50/50 joint service for 5,000 hours before computer monitors fuel consump- venture with GE. GE Honda is vali- the first major overhaul with no tion five times per rotation (300,000 dating design and component en- interim hot-section inspection,” readings per minute at 60,000 hancements with early 2007 the the joint venture noted. rpm), which allows for an optimal target for running a full engine in- fuel/air mixture. The fuel-delivery corporating these designs. The New Companies Enter Market system–composed of an “innova- HF118 is intended to be a 1,000- to In Anglet, France, start-up tive” fuel nozzle and a “pulse width 3,500-pound-thrust engine series. company Price Induction (see modulation” fuel pump–creates Last summer, the modified market story on page 34) is put- small fuel pellets that burn com- core engine ran for the first time ting together its first 560-pound- pletely when ignited.

www.ainonline.com • January 2006 • Aviation International Newsaa39 Technologynew engine

TURBOPROPS

Few technology changes no additional details were available. on the horizon for t-props New Turboprop Possible Continued from page 37 Finally, two new companies might soon have an entry for the turboprop mar- into the PT6As. Some newer models have ket. French start-up company Price In- electronic controls but no full authority duction recently unveiled a possible digital engine control (FADEC). turboprop derivative of its DGEN 380 tur- bofan, which is pegged to run in a few Beefing up the TPE331 weeks (see market and turbofan stories No in-production corporate aircraft fea- page 34 and 38). “We have carried out a tures Honeywell’s TPE331 turboprop engine. study but we have not launched the tur- However, the latest applications include a boprop yet,” Bernard Etcheparre clarified. Cessna Caravan retrofit by Aero Twin and a King Air C90/E90 retrofit, dubbed the Kilo Honeywell TPE331 Alpha 290. The worldwide fleet of TPE331 turboprop engines has logged more than 106 million hours of operation since the engine entered service in 1965. Some 11,300 exam- ples are in service around the world. On the TPE331-10 conversion (more than 1,000 completed), a new combustor system, tur- bine and stator hardware, new static structure and a new fuel distribution system give “increased climb performance, cruise speed and temperature margin for hot-day operations.” Honeywell also claims lower cost of ownership. For exam- ple, the TPE331-10 conversion offered on the Mitsubishi MU-2 turboprop twin in- creases power and results in better per- Costing about $120,000, the PI 380 formance. A TPE331-5-, would be targeted at both single- and retrofitted with TPE331-10Ts, gets 1,000 twin-engine aircraft in the 3,000-pound shp on each engine (instead of 840). Cruise and 4,000- to 5,000-pound mtow class, speed jumps from 280 knots to 305 knots respectively. According to its designers, and climb power is maintained to 15,000 the Opus PI 380 would be suited for feet instead of 6,000 feet. speeds of 200 to 250 knots and altitudes Honeywell executives said they are of up to 25,000 feet. planning further developments of the Pennsylvania-based Innodyn is devel- TPE331 to improve environmental perform- oping 165- to 258-shp turboprops (see ance (fuel burn, noise and emissions), but turbofan story on page 39). J

TURBOPROPS Engine Thrust or Applications thrust range (as of Dec.1, 2005)

Honeywell TPE331575- 1,800 shp Mitsubishi MU-2, Cessna Caravan retrofit, King Air C90/E90 retrofit Innodyn TE series 165-255 shp None Pratt & Whitney Canada (P&WC) PT6A 550-2,000 shp Piaggio Avanti, Raytheon King Airs, Pilatus PC-12, Socata TBM 700 and 850, Piper Meridian, Cessna Caravan, Grob G160 Ranger, Ibis Aerospace Ae 270 HP Price Induction Opus PI 380 300 shp None Rolls-Royce Model 250 450 shp Extra EA-500, Grob G140TP

40aaAviation International News • January 2006 • www.ainonline.com