Spectrum Aeronautical (Booth No. 1947) has quantified the CO2 that will be generated by its Freedom S-40 and Independence S-33 business jets and compared those to competing jets to see how the Spectrum jets stack up emissions-wise. On a 600-nm flight, the midsize S-40 generates slightly less than 1,500 kilograms of CO2, according to Spectrum, while comparable jets should generate more than 2,000 kilograms to nearly 4,000 kilograms.
French engine manufacturer Snecma is developing a new high-pressure core for regional jet applications, dubbed DEM 21 for “21st century demonstrator,” in the 12,000- to 17,000-lb-thrust range. The program may provide the basis for variants capable of powering regional airplanes of up to 70 seats.
The efficiency of the gas turbine engines that power today’s commercial and military aircraft is approaching the highest level possible with current turbofans. But a totally new technology being pioneered by GE Aviation and researchers worldwide promises far simpler, more efficient engines that will extend aircraft range, cut fuel costs and reduce emissions.
When Honeywell announced at last year’s NBAA Convention in Orlando its intention to build the HTF10000, a 10,000-pound-thrust turbofan engine for super-midsize to large business jets, its Tech 7000 engine demonstrator was in test with a variety of technologies running.
Phoenix-based engine and avionics manufacturer Honeywell says its 10,000-pound-thrust engine contender is well under way. Ron Rich, the company’s director of advanced technologies, told AIN that parts for the company’s HTF10000 demonstrator have already been ordered, with the core engine expected to be operational by the end of next year.
Phoenix, Arizona-based engine and avionics manufacturer Honeywell (Booth No. 1606) says its entry in the 10,000-pound-thrust engine sweepstakes is well under way. Ron Rich, the company’s director of advanced technologies, told EBACE Convention News that parts for the HTF10000 demonstrator have been ordered, with the core engine expected to be operational by the end of next year.
Boeing’s ability to use the same engine for the 737-900ER as it uses on the standard -900 undoubtedly helped the company justify its investment in the project, but that doesn’t mean the newest 737 won’t benefit from new powerplant technology.
Never before has commercial air transport come under such scrutiny for its environmental impact. While aircraft have made far more progress in terms of reducing fuel consumption and emissions per passenger carried in recent years, the relentless overall growth of air traffic has led to increasing pressure from the environmental lobby to reduce the noise and emissions produced by modern powerplants.
Pratt & Whitney’s efforts to ensure it takes pole position in the next generation of medium-sized powerplants are materializing, with several major technology programs under way aimed at ensuring its geared turbofan (GTF) demonstrator beats the competition.
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