Bizav Engines 2016

BizavSPECIAL REPORT Engines Most developmental work in business aircraft engines is taking place at each end of the spectrum: light turboprops and large-cabin, long-range business jets. Meanwhile, gas and smoke emission rules are evolving, espe- cially with the addition of CO2 as a target. AIN talked to GE, Honeywell, Pratt & Whitney Canada, Rolls-Royce, Snecma and Williams International. The EASA provided some insight into the advancing environmental rules. Brad Mottier, v-p and gen- Engine makers turn focus to eral manager of GE Aviation’s small turboprops, large-cabin bizjets business and general aviation and integrated systems divi- sion, told AIN. The first variant in the The newest business aircraft latter company is facing delays new series will be engines can be found at GE with the Silvercrest, adding two rated at 1,300 shp. The SETP is Aviation–with the advanced years to Dassault’s Falcon 5X expected to have a range north turboprop (ATP) for Textron certification program. of 1,500 nm and cruise at more Aviation’s single-engine tur- In the turboprop segment, than 280 knots. boprop (SETP, see article on GE launched a new engine series, The ATP will have a 16:1 page 1) and the Passport tur- the ATP (advanced turboprop), overall pressure ratio, for up to level of power) are expected bofan for Bombardier’s Global to power the SETP, announced 20 percent lower fuel burn and to contribute to higher power 7000/8000–and Snecma. The in November last year at NBAA, 10 percent higher cruise power and fuel efficiency. than the competition, according The company is using addi- to Mottier. The time between tive manufactured (“3D print- www.ainonline.com PT6A overhaul (TBO) will be in the ing”) structural components to 4,000- to 6,000-hour range, up reduce weight and improve per- to 30 percent more than exist- formance and durability. Inte- ing engines, he added. grated electronic engine control A key feature of the ATP (EEC) will allow single-lever will be a “ruggedized, modular engine and propeller control, architecture” based on the CT7 Mottier added. Some of the turboshaft. The CT7 series aforementioned technologies, has logged 100 million flight such as additive manufactur- hours, including 5 million ing and 3D aerodynamics, are flight hours in hot and harsh derived from GE’s commercial environments, Mottier empha- engine programs. sized. The compressor will GE expects to open an use an all-titanium, 3D-aero “aviation turboprop center design for lightness and effi- of excellence” in 2020 for the ciency. Cooled turbine blades design, manufacture and main- (which are required at this tenance of the new turboprop © 2016 AIN Publications. All Rights Reserved. For Reprints go to BizavSPECIAL REPORT Engines Williams FJ44 on Pilatus PC-24 Could Pratt have offered Dassault a replacement engine for the Falcon 5X? Pratt & Whitney Canada’s Michael Pero- deau, v-p for marketing in corporate aviation and military programs, would not answer the question directly but gave some background on how long it takes to develop an engine. If the engine manufacturer develops a new version of an existing engine (such as the PW800), “it is a function of the amount of change that is required,” he said. “Derivative, that’s easy to say; but integration is quite an endeavor,” he added. It typically takes two to four years to develop a new version of an existing engine, according to Perodeau. –T.D. engine. In January, GE Avia- and propeller control system engine market, Pratt & Whitney Some versions, such as those tion announced that the cen- designed to reduce pilot work- Canada (PWC) is clearly the that power the TBM 900/930, ter will be built in the Czech load. The H85 with the EEC incumbent. New variants con- have single-lever control. “In Republic, creating more than system will be offered as an tinue to emerge in the PT6A Fadecs, we have a lot of expe- 500 jobs. In the meantime, optional upgrade to the stan- series. The PT6A-140 powers the rience on turbofans and we GE’s existing Czech facilities dard H80-powered 510G. The Cessna Grand Caravan EX, pro- are tailoring it to turboprops,” are working on the program. new aircraft version is expected viding it with 15 percent more Kanellias said. “In 2018, we plan to perform to enter service next year. power and 5 percent lower spe- the first full engine ground test cific fuel consumption than the VLJs and Light Jets of the ATP,” Mottier said. Modification Projects previous model. Certified last No major engine develop- GE’s H Series turboprops, Certification of the Nextant year, it can deliver 867 shp at 41 ment is expected in the very light in the 750- to 850-shp range, G90XT, a remanufacture of the degrees C at sea level. jet segment. “For the PW600, started to come off the Czech Beechcraft King Air C90 series Blackhawk Modifications the market is quite soft,” said production line in 2012 and powered by a pair of H75-100s, uses the engine to upgrade Michael Perodeau, PWC’s v-p www.ainonline.com seem to be gaining traction. was announced in November the Cessna 208A Caravan and for marketing in corporate avi- GE and Turbine Conversions last year. 208B Grand Caravan. The lat- ation and military programs. So signed an agreement late last For new production and in- est application is the Air Trac- for the next two years the com- year for the delivery of H75s service H Series engines, GE tor 502XP, which capitalizes on pany plans only improvements and H80s to support STC Aviation will extend the TBO the engine’s dual-port exhaust to the 950- to 1,780-pound- engine conversions of agricul- to 4,000 hours for agriculture, system. The twin-port design thrust engine line. “We are look- tural aircraft. The engines will utility and business aviation gives an airframer more flexi- ing at injecting improvements therefore be available on the applications. The standard H bility in the engine installation, for performance, reliability or AgCat, Fat Cat, Air Tractor Series TBO is 3,600 hours or according to Nicholas Kanel- convenience features for the 400/500 and Thrush. 6,600 cycles, whichever occurs lias, P&WC’s general manager operator,” Perodeau said, with- Thrush Aircraft and GE first. The latter limit will be for general aviation. The aircraft out offering specifics. announced plans to develop removed. These TBO extensions was certified in March. The 1,800-pound-thrust Wil- an H85-powered version of were made possible by compo- “We are going to develop liams FJ33-5 is slated to power the current Thrush 510G. nent testing and in-service expe- Fadec in the next few years,” two single-engine jets. It will The H85 upgrade will pro- rience, Mottier said. Kanellias told AIN. No PT6A be certified soon in support of vide more power and a new While GE can be seen as has been equipped with Fadec Cirrus SF50 deliveries begin- single-lever electronic engine the challenger in the turboprop yet, although EEC is available. ning this summer, according to © 2016 AIN Publications. All Rights Reserved. For Reprints go to BizavSPECIAL REPORT Engines Williams. The first flight-test CO2 Soon Part of Regulated Emissions FJ33-5A has been delivered to Flaris to support a first flight G as and smoke emission lim- Volume 3 will enter into force Acknowledging that tempera- of the LAR 01 in the coming its are becoming stricter, and CO2 for new fixed-wing aircraft types ture limitations are a drawback is a major addition to the exist- months. in January 2020. Business air- of titanium, the company has set In the light jet segment, Wil- ing set of standards. This will be a craft should rather plan on Jan- its sights on finding a solution “ further incentive for engine mak- liams International is busy with uary 2023, the deadline for to make it survive at T3, the exit ers to make their products more four new engine variants. Flight- aircraft with an mtow lower than air temperature of the compres- fuel-efficient. testing of the 3,435-pound- 132,000 pounds and capacity sor,” Bevans hinted. To further In 2019, the “smoke number” thrust FJ44-4A-QPM on the for 19 or fewer passengers. reduce weight, the company is requirement may be replaced Pilatus PC-24 is progressing well, Volume 3 applies to in- considering using composites, with a new non-volatile partic- a company spokesman told AIN. production aircraft types as including ceramic-matrix. ulate matter (nvPM) emission The company expects engine cer- well, in two phases. From Janu- In the turbine, blade tip clear- standard. It will characterize the tification “in time to support ary 2023 the CO2 standard will ance is being tightened. “We are mass and number of nvPM, Guy apply for some changes to an production next year.” Williams trying to optimize our bleed-air Readman, head of the EASA’s already approved design. In Jan- has not revealed details about usage, as bleed for ice protection environment department, told uary 2028 a production cutoff the “quiet power mode,” which is parasitic from a fuel-efficien- AIN. Both characteristics are will apply. allows the core of the engine to cy standpoint,” Bevans added. believed to be much more rele- be used as “a quiet, efficient, less A more-electric system archi- vant to health effects. costly alternative to a traditional Greener Future tecture would therefore be ben- The most recent production APU.” Also on the PC-24, Wil- ICAO’s metric system to eficial, but the OEMs have been cutoff relating to nitrous oxides liams’s Exact passive thrust vec- compare fuel efficiency is fo- embracing the technology more (NOx) came into force in 2013, toring technology will change cused on cruise characteristics.

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