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GE-1015.001 GE-1015.002 Jane's AERO-ENGINES

Edited by Bill Gunston OBE, FRAeS

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GE-1015.003 M.l.T. LIBRARIES APR z7 2000 I RECEIVED

GE-1015.004 Contents

How to use Jane's Aero Engines (issue 7) Military jet engines: (issue 0) Glossary (issue 1) Civil jet engines: Specific (issue 0) Specific fuel consumption (Civil jet engines) (issue 0) Aircraft propulsion (issue 6) Collaborative programmes (issue 7) The (issue 6) Specific fuel consumption - Shaft Engines (issue 0) The (issue 6) (issue 3) The parts of an engine (issue 6) Civil jet engines - 1 (issue 6) (issue 6) Civil Jet I (i) (issue 6) Fans (issue 6) Civil Jet II (ii) (issue 6) Combustion chambers (issue 6) and engines (issue 6) (issue 6) Pressure ratio (subsonic transport engines) (issue 6) (issue 6) Military jet markets (i) (issue 3) Reversers (issue 6) Military jet markets (ii) (issue 3) Vectoring (issue 6) Military jet engines 1 (issue 3) The spectrum from turbojet to turboprop (issue 6) Military jet engines 2 (i) (issue 3) (issue 6) Military jet engines 2 (ii) (issue 3) The installation (issue 6)

Introduction to aircraft gas- engine technology AERO-ENGINES - A- E (issue 1) Jet Propulsion (issue 1) Belgium The Turbojet (issue 1) TA (issue 7) Engine Thrust (issue 1) Other Engine Components (issue 1) Canada Measures of Turbojet Performance (issue 1) P&WC (issue 7) The Turbofan (issue 1) P&WC JT1 5D (issue 7) Other Configurations (issue 1) P&WC PT6A (issue 7) P&WC PT6B. PT6C. PT6D (issue 7) Technological issues in engine development (issue 0) P&WC PT6T Twin-Pac (issue 7) P&WC PW100 (issue 7) Gas-turbine engine cycles (issue 7) P&WC low-cost engine (issue 7) Thermodynamic Cycles (issue 7) P&WC PW200 (issue 7) The Aircraft Gas-Turbine Cycle (issue 7) P&WC PW300 (issue 7) Turbojet Cycle Parameters (issue 7) P&WC PW500 (issue 7) Turbojet Performance Variation with OPR and TET (issue 7) P&WC PW6XX (issue 7) Turbofan Cycle Parameters (issue 7) Turbofan Performance Variation withµ. OPR and TET (issue 7) China. People's Republic Limitations onµ. OPR and TET (issue 7) AVIC (issue 3) Turbojet and Turbofan Behaviour (issue 7) CATIC (issue 3) CAREC (issue 3) Military engines (issue 7) CEC (issue 3) Basic requirements (issue 7) CLXMW (issue 3) New materials (issue 7) DEMC (issue 7) Fewer parts (issue 7) WJ5 (issue 7) Inlets (issue 7) LM (issue 0) Variable nozzles (issue 7) LM WP6 (issue 0) Vectoring (issue 7) LM WP7 (issue 0) JSF (issue 7) LM WS6 (issue 0) Fighter engine research (issue 7) LMC (issue 0) Flight envelope (issue 7) LMC WP7B (issue 0) (issue 7) LMC WP13 (issue 0) SAMP (issue 4) Civil engines (issue 7) SARI (issue 4) Reducing (or increasing?) costs (issue 7) SMPMC (issue 4) New or derivative? (issue 7) SPWAEC (issue 4) Fuel burn (issue 7) XAE (issue 4) Repeated re-engining (issue 7) XRA (issue 4) Fans (issue 7) Combustion chambers (issue 7) Czech Republic Turbines (issue 7) Walter (issue 7) Reversers (issue 7) Walter M601 (issue 7) Noise (issue 7) Walter M602 (issue 7) ETOPS (issue 7) Walter (Motorlet) M701 (issue 7) Props or jets (issue 7) Gearboxes (issue 7) The SST problem (issue 7) AERO-ENGINES - F - H

Environmental factors (issue 0) France Noise legislation (issue 0) SNECMA (issue 7) Chapter 3 (issue 0) (issue 7) Emissions (issue 0) (issue 7) (issue 7) Diagrams Turbomeca (issue 7) Military engine performance (issue 3) Turbomeca Arriel (issue 7) World record power (issue 3) Turbomeca Arrius (issue 7)

JAEng-ISSUE 7 March 2000 [3]

GE-1015.005 www .janes.com CONTENTS

Turbomeca Arrius 1 D (issue 2) CF6 (issue 7) Turbomeca Artouste (issue 0) General Electric GE90 (issue 7) Turbomeca Astazou turboprop (issue 7) -P4D (issue 7) Turbomeca Astazou turboshaft (issue 7) General Electric T700/CT7 (issue 7) Turbomeca Aubisque (issue 7) IAE V2500 (issue 7) Turbomeca Bastan (issue 0) Pratt & Whitney PW2000 and PW4000 (issue 7) Turbomeca Makila (issue 7) Pratt & Whitney Canada PW308 (issue 7) Turbomeca Marbon~ (issue 7) Rolls-Royce Spey 807 (issue 7) Turbomeca TM 333 (issue 7) SNECMA M138 (issue 7) Turbomeca Turmo (issue 7) Turbo-Union RB 199 (issue 7) Turbomeca-SNECMA (issue 0) Piaggio (issue 7) Turbomeca-SNECMA Larzac (issue 7) Japan Honda (issue 7) MTU (issue 7) HFX-01 (issue 7) Engine 3E (issue 7) HFX-20 (issue 6) Eurojet Turbo EJ200 (issue 7) IHI (issue 3) General Electric CF6 (issue 7) IHI F3 (issue 7) IAE V 2500 (issue 7) IHI XF3-400 (issue 7) M 138 (issue 7) IHI J3 (issue 0) MTFE (issue 7) Kawasaki (issue 7) MTU-Turbomeca-RR MTR390 (issue 7) KSX (issue 7) Pratt & Whitney JT8D-200 (issue 7) Mitsubishi (issue 3) P&WC PW300 (issue 7) MHI (issue 3) P&WC PW500 (issue 7) NAL (issue 0) Pratt & Whitney PW2000 (issue 7) MITl/NAL FJR710 (issue 7) Pratt & Whitney PW4084 (issue 7) Rolls-Royce Allison 250-C20B (issue 7) Rolls-Royce Tyne (issue 7) AERO-ENGINES - P - R Turbomeca-SNECMA Larzac (issue 7) Turbo-Union RB 199 (issue 7) Poland Rolls-Royce (issue 7) IL (issue 0) BR710 (issue 7) IL D-18A (issue 0) BR715 (issue 7) IL K-15 (issue 0) IL S0-1 (issue 0) IL S0-3 (issue 0) AERO-ENGINES - I - 0 PZL Rzesz6w (issue 7) K-1 5 (issue 7) India GTD-350 (issue 7) GTRE (issue 6) PZL-10W ~ssue 7) GTRE Kaveri (issue 6) TWD-108 (issue 7) HAL (issue 0) Romania International Turbomecanica (issue 0) Aerosud-Marvol (issue 0) SMR-95 (issue 0) Russia AMC (issue 7) ASSAD (issue 6) BR700-TP (issue 7) CIAM (issue 6) M 138 (issue 7) AVIAEXPORT (issue 6) CFMI (issue 7) JSC 'Aviadvigatel' (issue 7) CFM International CFM56 (issue 7) D-20P (issue 7) Eurojet Turbo (issue 7) D-2 1A1 (issue 0) Eurojet EJ200 (issue 7) D-25V (issue 7) IAE (issue 7) D-30 (issue 0) IAE V2500 (issue 7) D-30KU (issue 7) JSF (issue 7) D-30KU-90 (issue 7) JV (issue 4) D-30F6 (issue 7) SPW (issue 6) D-100 (issue 0) MTR (issue 7) D-112 (issue 0) MTR 390 (issue 7) PS-90A (D-90A) (issue 7) RM-GE (issue 7) PS-90A2 (issue 7) CT7 (issue 7) PS-90A76 (issue 7) Rolls-Royce Allison (issue 6) PS-90A 10 (issue 7) Rolls-Royce Allison TF41 (issue 6) PS-90A 12 (issue 7) Rolls-Royce SNECMA (issue 7) Chernyshov (issue 6) Rolls-Royce SNECMA Olympus (issue 7) Granit (issue 1) Rolls-Royce Turbomeca (issue 6) Klimov Corporation (issue 6) Rolls-Royce Turbomeca Adour (issue 7) PK6A (issue 6) Rolls-Royce Turbomeca RTM 322 (issue 7) PK 100 (issue 6) Turbo-Union (issue 7) PT206 (issue 6) Turbo-Union RB 199 (issue 7) RD-33 (issue 7) RD-35 (issue 7) Italy TV2-117 (issue 3) (issue 0) TV3-117 (issue 6) Fiat (issue 7) TV7-117 (issue 3) Eurojet Turbo EJ200 (issue 7) TVA-3000 (issue 3)

March 2000 [4] JAEng-ISSUE 7

GE-1015.006 www.janes.com CONTENTS

VK-1 (issue 7J General Electric (issue 7J VKS-800 (issue 6J M 138 (issue 7J KMPO (issue 6J Rolls-Royce BR 715 (issue 7J Lyul'ka Saturn (issue 4J Rolls-Royce Trent (issue 7J AL-7 (issue 1J SNECMA Atar Plus (issue 7J AL-21 (issue 2J AL-31 (issue 6J Sweden AL-32 (issue 3J Volvo (issue 7J AL-34 (issue 3J BR715 (issue 7J AL-35 (issue 6J CF6-80 (issue 7J AL-37FU (issue 6J CFM56 (issue 7J AL-41. SAT-41 (issue 7J JTBD-200 (issue 7J AL-55 (issue 7J PW2000 (issue 7J Motorostroitel (issue 1J PW4000 (issue 7J NK (issue 7J Tay (issue 7J NK-8 (issue 7J V2 500 (issue 7J NK-88 (issue 7J RM5. RM6 (issue 7J NK-12 (issue 1J RMB (issue 7J NK-22. NK-25 (issue 4J RM 12 (issue 7J NK-321 (issue OJ NK-93 (issue 7J Taiwan OEDB (issue OJ AIDC (issue 4J TVD-1 OB (issue OJ TVD-20 (issue 4J Ukraine TVD-50 (issue OJ lvchenko Progress ZMKB (issue 6J TV-0-100 (issue OJ Al-20 (issue 6J Omsk Baranov (issue 1J Al-22 (DV-22) (issue 7J Perm Motors (issue 1J Al-24 (issue 3J Rybinsk Motors (issue 6J Al-25 (issue 6J D-30KU-154 Series Ill (issue 7J Al-30 (issue 6J D-277 (issue 6J Al-450 (issue 1J RD-7. VD-7 (issue 6J D-18T (issue 3J RD-36-51 (issue 6J D-18T1 (issue 3J RD-60 (issue 6J D-18TM and D-18TR (issue 3J RU-1 9 (issue 6 J D-36 (issue 3J TVD-1500 (RD-600) (issue 6J D-136 (issue 3J Rybinsk-GE (issue 7J D-236 (issue OJ SKBM (issue 7J D-436 (issue 6J SMPO (issue 6J D-27 (issue 6J Soyuz (issue 6J D-12 7 (issue 3J AM-3. RD-3M (issue 6J D-627 (issue 3J RD-9 (issue 6J D-727 (issue OJ R-11-300 (issue 6J Jupiter (issue 4J R-1 3-300 (issue 3 J Motor Sich (issue 6J R-95 (issue 3J Zaporozhye (issue 4J R-15-300 (issue 6J R-195-300 (issue 1J R-25-300 (issue 6J AERO-ENGINES - UK R-27F-300 (issue 6J R-27F2M-300 (issue 6J United Kingdom R-28V-300 (issue 6J Rolls-Royce (issue 7J R-29-300 (issue 6J Adour (issue 7J R-35-300 (issue OJ BR700 series (issue 7J R-79-300 (issue 6J EJ200 (issue 7J RD-1700 (issue 7J JSF (issue 7J GTE-400 (issue 4J MTR390 (issue 7J R 123-300 (issue 4J Olympus (issue 7J R 126-300 (issue 4J RB 199 (issue 7J R 127-300 (issue 4J RTM322 (issue 7J TVD-450 (issue 4J TF4 1 (issue 7J TV-0-100-300 (issue 6J V2500 (issue 7J TV-116-300 (issue 6J Rolls-Royce 535 (issue 7J TV-128-300 (issue 6J Rolls-Royce Avon (Civil) (issue OJ UMPO (issue 6J Rolls-Royce Avon (Military) (issue OJ Rolls-Royce Conway (issue 7J AERO-ENGINES - S - Ukraine Rolls-Royce Dart (issue OJ Rolls-Royce Derwent (issue OJ Slovakia Rolls-Royce Gazelle (issue OJ PSLM (issue 5J Rolls-Royce Gem (issue 7J DV-2 (issue 5J Rolls-Royce Gnome (issue 7J Rolls-Royce Nene (issue OJ South Africa Rolls-Royce Nimbus (issue OJ Atlas (issue OJ Rolls-Royce Orpheus (issue 2J Rolls-Royce Pegasus (issue 5J Spain Rolls-Royce RB211 (issue 7J ITP (issue 7J Rolls-Royce Spey (issue 7J AlliedSignal AS907 (issue 7J Rolls-Royce Tay (issue 7J Eurojet EJ 200 (issue 7J Rolls-Royce Trent (issue 7)

JAEng-ISSUE 7 March 2000 [5]

GE-1015.007 www.janes.com CONTENTS

Rolls-Royce Tyne (issue 5) AlliedSignal TFE731 (issue 7) Rolls-Royce Viper (issue 7) AlliedSignal TPE331 (issue 7) LHTEC (issue 6) LHTEC T800 (issue 7) Pratt & Whitney (issue 7) AERO-ENGINES - USA - Z F 100. see JTF22 (issue 5) F 105, see JT9D (issue 5) United States of America F117, see PW2000 (issue 5) AlliedSignal. see (issue 7) Pratt & Whitney F119 (issue 5) Allison. see Rolls-Royce (issue 4) J52. see JT8B (issue 0) CFE (issue 7) J57. see JT3 (issue 0) CFE738 (issue 7) J58. see JT11 D-20 (issue 0) (issue 7) J60. see JT12 (issue O) GP7000 (issue 7) J75, see JT4A (issue 0) General Electric (issue 7) Pratt & Whitney JFTD 12 (issue 0) CFE738 (issue 7) Pratt & Whitney JT3 (issue 0) CFMI CFM56 (issue 7) Pratt & Whitney JT3D (issue 6) GP7000 (issue 7) Pratt & Whitney JT4A (issue 0) JSF (issue 7) Pratt & Whitney JTBB (issue 0) International participation (issue 7) Pratt & Whitney JTBD (issue 7) General Electric CF6 (issue 3) Pratt & Whitney JTBD-200 (issue 7) General Electric CF6-80A (issue 3) Pratt & Whitney JT9D (issue 6) General Electric CF6-80C2 (issue 6) Pratt & Whitney JT11 D-20 (issue 0) General Electric CF6-80E 1 (issue 4) Pratt & Whitney JT12 (issue 0) General Electric CF6-80G2 (issue 4) Pratt & Whitney JTF 1 OA. TF30 (issue 5) CF34. see TF34 (issue 4) Pratt & Whitney JTF22. F 100 (issue 6) General Electric CF700 (issue 0) Pratt & Whitney PW2000 (issue 6) General Electric CJ610 (issue 0) Pratt & Whitney PW4000 (issue 7) General Electric CJ805-23 (issue 0) Pratt & Whitney PW6000 (issue 7) General Electric CT7 (issue 6) Pratt & Whitney PW7000 (issue 6) CT58. see T58 (issue 6) Pratt & Whitney PWBOOO (issue 7) General Electric F 101 (issue 6) T73. see JFTD 12 (issue 5) F103. see CF6 and CF6-80C2 (issue 6) TF30. see JTF10A (issue 5) General Electric F 110 (issue 7) TF33. see JT3D (issue 5) General Electric F 118 (issue 5) Rolls-Royce (issue 6) F 120. see YF 120 (issue 5) Rolls-Royce Allison 250 (issue 7) (issue 7) Rolls-Royce Allison 501 (issue 7) General Electric F414 (issue 7) Rolls-Royce AE 1107 (issue 7) General Electric GE90 (issue 7) Rolls-Royce AE 2100. AE 21 OOA. AE 21 OOC. AE 210002. (issue 0) AE 2 10003. AE 21 OOJ (issue 7) (issue 0) Rolls-Royce AE 3007 (issue 7) General Electric T58 (issue 0) Rolls-Royce (issue 6) General Electric CT58 (issue 0) Soloy (issue 7) General Electric T64 (issue 1) Soloy Turbine Pac (issue 7) General Electric T700 (issue 6) Soloy Dual Pac (issue 7) General Electric TF34 and CF34 (issue 7) Teledyne Continental (issue 7) General Electric TF39 (issue 2) TCM Turbine Engines (issue 7) General Electric YF 1 2 0 (issue 7) TCAE J69 (issue 6) Honeywell (issue 7) Williams (issue 7) AlliedSignal ALF 502 (issue 5) Williams International FJ33 (issue 7) AlliedSignal AS900 (issue 7) Williams International FJX (issue 7) AlliedSignal ATF3 (issue 0) Williams International TSX (issue 7) ITEC TFE1042-70 (issue 7) Williams Rolls FJ44 (issue 7) AlliedSignal LF 507 (issue 5) Wright (issue 0) AlliedSignal LTC1. T53 (issue 5) (issue 0) AlliedSignal LTC4. T55 (issue 7) Allied Signal LTS 101 and LTP 101 (issue 5) Alphabetical Index (issue 7)

March 2000 [6] JAEng-ISSUE 7

GE-1015.008 AERO-ENGINES www.janes.com PRATT & WHITNEY /USA PRATT & WHITNEY PW8000

In March 1998. this engine was announced as a major competitor Other data are given in a box by the cutaway drawing. In mid-1999 in the 111 to 156 kN (25.000 to 35,000 lb st) market. Though the intensive bench testing was in progress with 12 units primary objective at that time was to beat the most powerful accumulating a planned 4.200 hours which includes endurance versions of CFM56. the PW8000 was also intended to compete testing with intentional misalignment. A press release states with the V2500 produced by IAE. in which Pratt & Whitney and " Once a launch commitment is made ... full engine certification will MTU are partners. Together with the PW6000, with which it w as take about 30 months. If the full-scale program were to begin in to share almost a common core. it underscores Pratt's 2002. a PW8000-powered aircraft could enter service in 2005". determination to restore its position in the narrow-body market Predictably. Pratt has found great difficulty in deciding which (once a dominating 90 per cent). For many years. Pratt has market to go for. The Editor was told that there would be no great exhorted its IAE partners to develop the V2500. and the fact that problem in re-engining a developed 737 or A320 with a PW8000 the PW8000 is not an IAE engine is significant. in the 30K class. though the former would need new landing Since the 1980s. Pratt & Whitney has been studying how best gears. His question " You don't mind hurting the V2500?" was to design a . The problem of a direct-drive engine is answered with a " No". However. such an engine seemed in June that it is difficult to match the rotational speeds of the turbine and 1999 to be unlikely to happen. The Editor was told " We are fan. As bypass ratio is increased (to improve fuel economy and examining a range of take-off from 25 to 651< [ 111- reduce noise). the rotational speed of the larger fan must fall. 289 kN. 2 5.000-65,000 lb st] and could well hit the market at the demanding either a large. heavy and costly multistage turbine or upper end of this spectrum. despite the challenge of the gearbox the insertion of a speed-reducing gearbox. Long-established for such an engine." The gearbox for a 60K engine would have to examples of geared include the AlliedSignal LF500 and transmit powers up to double the 32.000 hp of the current unit. TFE731 . By mid-1999 Pratt had recognised that the PW4000 family was At first. Pratt & Whitney called its proposed engine the ADP having to meet severe competition from the proliferation of (Advanced Ducted Propulsor). Prolonged research and testing was variants of the three-shaft RR Trent and that , despite its large carried out. in partnership with MTU of Germany and FiatAvio of customer base. it would within a decade have to be replaced by a Italy. Mechanical design of the gearbox. like other factors. is fundamentally newer engine. What has made the position more discussed in the engine description. One obvious problem is difficult is the existence of the GP7000 being developed jointly reliability, and another is dissipation of heat via lubricating oil. In with GE (which see). In the event. by June 1999 Pratt had decided the case of low-wing aircraft. the diameter of the engine might be a to go for the 60K (267 kN) market in order to compete against the problem with underwing installations. Trent 500 on the A340-500/ 600. and also to provide a newer Accompanying drawings show the general layout of the alternative to the CF6-80C2. PW8000 and a detail of the vital gearbox. as it was conceived in At the 1999 the Editor was told that the 1998. Comparing the PW8000 with the contemporary Engine PW8000 was being redesigned for this general level of thrust. It Alliance GP7000, we see that the latter needs a massive five-stage will follow closely along the lines of the original version. but LP turbine to drive its fan and two-stage LPC. Another Pratt & because of the greater financial risk a go-ahead depended upon Whitney engine. the PW4084 series. needs an LP turbine with the assembly of a comprehensive team of risk-sharing partners. seven stages. This is nice business for MTU. who are a world-class MTU of Germany was said to be prepared to risk an increased supplier of LP turbines but. in the longer term. the simpler turbine share - possibly 25-28 per cent - in taking on not only the LP and geared drive may well prove the better answer. According to turbine but also the LP . Discussions were also being Pratt once BPR exceeds about 8 . a geared drive is desirable. In the held with several other possible partners. " including FiatAvio and case of the PW8000, the FPR has deliberately been kept low - other companies at present participating in the PW4000." Pratt much less than the 1.8 of the 94-in PW4000- in order not to need expects to be solely responsible for the gearbox. a variable-pitch fan. Before the redesign. former President Krapek went on record as After much study Pratt decided to develop the PW8000 saying that the PW8000 could be created " in 30 to 36 months. for gearbox to transmit a T-0 power of 23.862 kW (32.000 shp). an investment of some US$500 million." A year has gone by since

August 1998 cutaway of PWBOOO 1999/ 0038733

March 2000 510 JAEng-ISSUE 7

GE-1015.009 AERO-ENGINES www.janes.com PRATI & WHITNEY/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. cuning noise by 30 dB and reducing aircraft DOC by 8 to 10 per cent". An objective with the original 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 widerchord 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: Single-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 forwards to drive the fan. At take­ off. 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 Detail of the PWBOOO gearbox 2000/ 0054540 shp). Two crucial design factors are flexure and heat dissipation. According to Pratt "It was discovered that up to 80 per cent of Weight 227 kg (500 lb) the heat load the cooling oil has to handle comes from simply Ring-gear pitch diameter 463.6 mm ( 18.25 in) churning in the gearbox. Painstaking work came up with a Transmitted power up to 23.862 kW (32.000 shp) lubricating system that places the oil only where it is needed and Torque 25.357 N-m (18.700 lb-ft) circulates it twice as fast as previous systems, increasing gear Mechanical efficiency over 99 per cent efficiency to over 99 per cent'" . To overcome the problem of MTBR 30.000 hours flexure. causing severe wear on tooth edges. the entire 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 HP COMPRESSOR: Five-stage axial with short. rigid rotor with very high shaft and supporting the large-diameter bearing round the ring stage loading. Basically that of the XTC66 (see PW6000). Wide­ gear) with convolutions resembling a barometer aneroid, as chord aerofoils with blunt leading-edges for erosion resistance. shown in the detail drawing. together with an oil feed. Design First two stator stages variable. Ring case construction to mechanical efficiency. over 99 per cent. Estimated MTBR minimise gyroscopic deflection and enhance performance 30.000 hours. retention. Pran says "Because of the inherent efficiency ... the LP COMPRESSOR: Three stages. with variable inlet guide vanes. Wide­ number of stages in the engine can be reduced 40 per cent and chord aerofoils designed with advanced NASTAR the number of airfoils by about half". aerodynamics. held in titanium drum EB-welded into one unit. COMBUSTION CHAMBER: Talon' (second-generation Floatwall) short The fact that this is not constrained to rotate at the same speed annular low-emissions. similar to that of the PW6000. Cast one­ as the fan. but at up to 9.200 rpm. means that its diameter can piece diffuser and easily replaced liner segments of high­ be greatly reduced. making the engine lighter and giving a more strength nickel alloy. direct overall gas path. Fan/core splitter of composite material HP TURBINE: Single stage. Blades of thirdiJeneration single-crystal with steel leading-edge. superalloy with advanced internal cooling management system

Fan Case Solid Mount Shroudless Fan _j ~~~~A~'=l 3 stage Low Pressure l Turbine 3 stage TALON ~ LPC

1 stage Fan Drive stage High Turbine Gear System 5 High Speed I High Pr High Compressor

PWBOOO longitudinal section 1998/ 0022226

March 2000 511 JAEng-ISSUE 7

GE-1015.010 AERO-ENGINES www.janes.com PRATI & WHITNEY/USA

and advanced thermal barrier coating held in sintered powder­ CONTROL SYSTEM: Fourth-generation FADEC. managing thrust. fuel metal disk. Ceramic outer air seal and modulated active flow. compressor vane position and engine diagnostics. clearance control. Equipped with EAGLELink diagnostic system which LP TURBINE: Three stages. counter-rotating, with 3-D aerofoils automatically alerts destination about engine condition via for high work extraction at high rotational speed. Powder­ satellite. metallurgy disk. and active clearance control. Diameter DIMENSIONS: significantly less than for a direct fan drive turbine. Fan diameter 1.93 m (76 in) Transition duct between HP/LP turbines has no aerodynamic Length 3. 15 m ( 1 24 in) fairings. WEIGHT. DRY: complete propulsion system 3.629 kg (8.000 lb) JETPIPE: Fixed pipe from core only. PERFORMANCE RATINGS (S/l. T-0): REVERSER: In fan duct only. 111-156 kN (25.000-35.000 lb st)

March 2000 512 JAEng-ISSUE 7

GE-1015.011