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Pratt & Whitney Advanced Core Testing Validates Performance Goals for PurePower Engine Family

19 May 2010

Pratt & Whitney has completed more than 100 hours of testing on its full-scale PurePower engine core, successfully validating performance goals of its new generation of commercial jet engines and demonstrating excellent starting and operability characteristics. (Earlier post.)

The PurePower family of engines shares a common, advanced core across the models and feature flight proven, next-generation technology. The engine core consists of an ultra-efficient high-pressure compressor, a low-emissions combustor, and an all new high-pressure turbine. The testing program is evaluating engine performance, operability and structural design characteristics of these key modules.

The PurePower PW1000G engine features an advanced gear system that allows the engine’s fan to operate at a slower speed than the low-pressure compressor and turbine. The combination of the gear system and all-new advanced core delivers double-digit improvements in fuel efficiency and emissions with a 50-percent reduction in noise over today’s engines.

The results of the PurePower core testing further confirm that the first PW1000G engine to test is on target for later this summer for the Bombardier CSeries single-aisle aircraft, followed by the first engine to test for the Mitsubishi Regional Jet. The results also validate the performance of the PurePower PW800 engine for the next generation of large business jets.

The PurePower PW800 engine, which is targeted to power the next generation of large business jets, is a 10,000- to 20,000-pound thrust turbofan that has double-digit improvements in fuel burn, environmental emissions, engine noise and operating costs. The PW800 incorporates an advanced technology fan, optimized for performance and noise; a next generation low-emissions combustor and an advanced digital engine control with integrated health monitoring.

In addition to the core testing, Pratt & Whitney has performed critical module-level testing for the PurePower engine program, including:

  • fan drive gear system testing with simulations of more than 40,000 takeoffs and landings;
  • hundreds of hours of testing on the high-pressure compressor with the advanced design meeting or exceeding efficiency and operability goals;
  • nearly 200 hours of testing on the low-pressure compressor verifying low-spool high-speed performance; and
  • extensive fan module testing with 300 pieces of instrumentation that verified performance, operability and acoustics of the low speed fan.

The PurePower core, when combined with our lightweight, low-speed propulsor technologies, enables Pratt & Whitney to deliver world class levels of fuel burn, noise, and emissions at lower turbine temperatures and pressures with fewer compressor and turbine stages. These characteristics ultimately result in significant operating cost advantages to our customers.

—Bob Saia, Pratt & Whitney vice president, Next Generation Product Family

The PurePower PW1000G engine has been selected as exclusive power for the Bombardier CSeries aircraft scheduled to enter service in 2013 and the Mitsubishi Regional Jet scheduled to enter service in 2014. The PW1000G was also recently selected to power the proposed new Irkut MC-21 narrow-body jet scheduled to enter service in 2016. The PurePower PW800 engine is targeted to power the next generation of large business jets.

May 19, 2010 in Brief | Permalink | Comments (5) | TrackBack (0)

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Comments

Nice to see engine manufacturers building more efficient engines. Even more impressive is the very high fuel efficiency of small jet aircraft using the Williams Intl. FJ-33 engine. These engines are the preferred choice of VLJ aircraft engineers and they operate at significant fuel savings in the new all-composite planes.

Now someone needs to supply green jet fuel.

What kind of thermal efficiency are they getting on the PW's and the FJ33's? (is there a convenient TSFC to BSFC comparison??) I see that Capstone is getting 32.5% at peak power in a very simple recuperated turbine, but that is far below current diesel gensets at 42%.

None of the aircraft jet engines use recuperators because of weight. Comparing an engine that is used for gen sets ground operation with one that cruises in the high flight levels is like comparing apples to oranges.

At FL450 the Spectrum S33 claims 1.1Gl/nm. The Phenom P100 is 1.9Gl/nm and the Citation Mustang is 1.7Gl/nm. Do not have thermal efficiency for the FJ33-4.

It is surprising to note that major airlines purchased Jets based on engine power-trust + speed and not so much on fuel efficiency. Future Jets engines and airframes may address those on-going problem.

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