In the ever-fluid world of aerospace, to build and deliver a thousand of any major aircraft system is a milestone worthy of note. It was appropriate, then, that Phoenix-based Honeywell Engines celebrated the delivery of its 10,000th TFE731 turbofan engine on October 30.
With the completion of its first run on October 31, Pratt & Whitney Canada initiated testing of its 2,500-lb-thrust PW625F engine demonstrator. The company plans to develop a family of turbofans for light business jets. P&WC claims the PW625F will provide optimum performance and “significantly reduced ownership costs.” The engine is aimed at the market now dominated by the Williams FJ44 series.
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.
Pratt & Whitney Canada (Booth No. 463) now has two major new business aircraft powerplant programs underway, with Bombardier having just selected it to provide the PW308B turbofan for its new Learjet 85 model. Meanwhile, detailed design work has begun for the PW810 engine that will drive Cessna’s new Citation Columbus large cabin aircraft.
Snecma announced here at EBACE that the core demonstrator of its Silvercrest business jet engine has completed a series of tests. The campaign ended on March 31 after four months of trials. The core engine ran 80 hours, including 60 hours ignited. During the tests, the core reached its nominal takeoff speed–20,300 rpm. According to Snecma, a subsidiary of Safran (Booth No.
What presented the impetus for the PW810’s development?
When we started to talk about the PW800 family [in the late 1990s], we were talking about an engine for the next generation of regional aircraft.
UK-headquartered Spectro, and Jet-Care, both divisions and trading names of Palace International, Ltd. (Booth No. 1523), have returned to EBACE with their largest ever range of performance monitoring programs, focusing on the Pratt & Whitney Canada series of small turbofans and turboprops. At the same time, Jet-Care is highlighting its condition monitoring service, which it now is offering to helicopter operators.
A year ago, EBACE was full of talk about which engine manufacturers would compete for the upcoming requirement for a 10,000-pound-thrust class engine to power the new generation of super-midsize business jets. At that time, no fewer than five companies appeared to be serious about competing in the sector.
Safire Aircraft, thanks to a new “Swiss syndicate of investors,” has gotten fresh funding that it claims will carry development of the S-26 very light jet through the aircraft’s first flight.
Turbine-engine technology development is going in two directions. One is the development of new technology to push the envelope of performance, operational safety, maintainability and reliability. The other is to refine and update existing engines for long-term use, especially in light of more stringent Stage 4 requirements and existing Stage 3 rules.